All-terrain vehicle and hybrid powertrain assembly thereof

Abstract

The application discloses an all-terrain vehicle and a hybrid power assembly thereof, and the hybrid power assembly comprises an engine, the engine comprising a crankshaft and a crankcase, the crankshaft being installed in the crankcase and the shaft end of the crankshaft extending out of the crankcase; and a generator, the generator comprising a motor mounting cover, a motor shell, a motor cover, a stator and a rotor, the motor mounting cover being installed on one side of the crankcase, the motor shell being installed between the motor mounting cover and the motor cover, the stator being fixed in the motor shell, the rotor being arranged at the inner periphery of the stator and being rotatable relative to the stator, and the rotor being in transmission with the shaft end of the crankshaft. Thus, the hybrid power assembly composed of the engine and the generator can convert the power generated by the engine into electric energy and then supply the electric energy to the motor, so that the endurance mileage of the all-terrain vehicle can be effectively increased, the problem of insufficient power can be solved, and the hybrid power assembly has small volume, small occupied space and better integrity due to the generator being arranged on one side of the engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of all-terrain vehicles, and in particular to an all-terrain vehicle and a hybrid power assembly thereof. BACKGROUND

[0002] In the related art, an all-terrain vehicle generally adopts a single power source driving mode. The single power source is usually a fuel engine or a power motor. If the power source is a fuel engine, the all-terrain vehicle generally has insufficient power in the low-speed working condition of the engine. Meanwhile, since the engine needs to work in all working conditions, the mixture combustion is insufficient in the low-speed working condition, the thermal efficiency is low, the fuel consumption is high, and the harmful gas content in the exhaust gas is high. If the power source is a power motor, the all-terrain vehicle has the advantages of no exhaust gas emission, low noise, and simple structure during driving, but has the disadvantages of short endurance mileage, high battery cost, long charging time, short battery life, and high maintenance cost. SUMMARY

[0003] The present application aims to at least solve one of the problems in the prior art. To this end, one object of the present application is to provide a hybrid power assembly which can generate electric energy by using fuel, thereby increasing the driving mileage of the all-terrain vehicle and reducing the emission of harmful gas.

[0004] The present application further provides an all-terrain vehicle.

[0005] According to the hybrid power assembly of the present application, the hybrid power assembly comprises an engine, the engine comprising a crankshaft and a crankcase, the crankshaft being installed in the crankcase, and the shaft end of the crankshaft extending out of the crankcase; and a generator, the generator comprising a motor mounting cover, a motor shell, a motor cover, a stator, and a rotor, the motor mounting cover being installed on one side of the crankcase, the motor shell being installed between the motor mounting cover and the motor cover, the stator being fixed in the motor shell, the rotor being arranged at the inner periphery of the stator and being rotatable relative to the stator, and the rotor being in transmission with the shaft end of the crankshaft.

[0006] Thus, the hybrid power assembly composed of the engine and the generator can convert the power generated by the engine into electric energy and supply the electric motor, thereby effectively increasing the endurance mileage of the all-terrain vehicle and solving the problem of insufficient power. Moreover, since the generator is arranged on one side of the engine, the hybrid power assembly has small volume, small space occupation, and better integrity.

[0007] In some examples of the present application, the rotor is formed with a rotor hole, and the shaft end of the crankshaft passes through the rotor hole and is in transmission with the rotor.

[0008] In some examples of the present application, the rotor is formed with an inner spline at the rotor hole, and an outer spline is formed at the shaft end of the crankshaft, the inner spline being spline-fitted with the outer spline.

[0009] In some examples of the present application, the rotor hole is formed with an inner taper surface, and an outer taper surface is formed at the shaft end of the crankshaft, the inner taper surface being mutually fitted with the outer taper surface.

[0010] In some examples of the present application, the motor shell is formed with a receiving hole, the motor mounting cover and the motor cover are formed with receiving grooves facing the motor shell, and the stator is received in the receiving hole and the two receiving grooves.

[0011] In some examples of the present application, the receiving hole is interference-fitted with the stator.

[0012] In some examples of the present application, the motor mounting cover is provided with a first limiting part, the two sides of the motor shell are provided with a second limiting part and a third limiting part, the motor cover is provided with a fourth limiting part, the first limiting part is limiting-fitted with the second limiting part, and the third limiting part and the fourth limiting part are limiting-fitted.

[0013] In some examples of the present application, one of the first limiting part and the second limiting part is an outwardly convex limiting ring, and the other is an inwardly recessed limiting groove; one of the third limiting part and the fourth limiting part is an outwardly convex limiting ring, and the other is an inwardly recessed limiting groove.

[0014] In some examples of the present application, the motor mounting cover is provided with a fifth limiting part, the crankcase is provided with a sixth limiting part, and the fifth limiting part is limiting-fitted with the sixth limiting part.

[0015] In some examples of the present application, one of the fifth limiting part and the sixth limiting part is an outwardly convex limiting ring, and the other is an inwardly recessed limiting groove.

[0016] In some examples of the present application, the stator is connected with a wire outlet end, a portion of the motor cover protrudes away from the motor shell to form a receiving space for receiving the wire outlet end; the generator further comprises a box cover, which covers the receiving space.

[0017] In some examples of the present application, a liquid cooling channel is formed in the motor shell, and the motor shell is further provided with a liquid inlet and a liquid outlet communicating with the liquid cooling channel.

[0018] In some examples of the present application, the motor mounting cover is detachably mounted on one side of the crankcase, the motor shell is detachably mounted on one side of the motor mounting cover, and the motor cover is detachably mounted on one side of the motor shell.

[0019] In some examples of the present application, the engine further comprises: a cylinder body arranged at the upper portion of the crankcase, the cylinder body having two cylinders, and two piston connecting rod assemblies, pistons of the two piston connecting rod assemblies being arranged in the two cylinders respectively and connecting rods being connected to the crankshaft respectively.

[0020] The all-terrain vehicle according to the present application comprises: the hybrid power assembly; a power battery connected with the generator; an electric motor connected with the power battery; and a transmission system, an input end of the transmission system being connected with the electric motor.

[0021] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the accompanying drawings, wherein:

[0023] Figure 1 is a schematic view of a hybrid power assembly according to an embodiment of the present application;

[0024] Figure 2 is an exploded view of an engine;

[0025] Figure 3 is an exploded view of a hybrid power assembly at a generator according to an embodiment of the present application;

[0026] Figure 4 is an exploded view of a generator;

[0027] Figure 5 is a sectional view of a motor mounting cover, a motor housing and a motor cover;

[0028] Figure 6 is an exploded view of a crankcase;

[0029] Figure 7 is an exploded view of a crankcase;

[0030] Figure 8 is a schematic view of an oil sump and a transmission shaft;

[0031] Figure 9 is a schematic view of an oil sump;

[0032] Figure 10 is a schematic view of an oil sump;

[0033] Figure 11 is an exploded view of a crankcase.

[0034] REFERENCE SIGNS:

[0035] Hybrid assembly 1000;

[0036] Engine 100; crankshaft 10; outer taper surface 11;

[0037] Crankcase 20; first housing 21; first shaft hole 21a; third shaft hole 21b;

[0038] Second housing 22; second shaft hole 22a; fourth shaft hole 22b;

[0039] Oil pan 23; bottom wall 23a; side wall 23b; avoidance area 23c; oil guide part 23d; oil guide rib 23e; plug cover 23f;

[0040] Edge cover 24; first housing cover 25; second housing cover 26; sixth limiting part 27;

[0041] Cylinder block 30; piston connecting rod group 40;

[0042] Generator 200; motor mounting cover 210; accommodating groove 211; first limiting part 212; fifth limiting part 213;

[0043] Motor shell 220; accommodating hole 221; second limiting part 222; third limiting part 223; liquid inlet 224; liquid outlet 225;

[0044] Motor cover 230; fourth limiting part 231; stator 240; rotor 250; box cover 260;

[0045] Transmission shaft 300. DETAILED DESCRIPTION

[0046] The embodiments of the present application are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary, and the embodiments of the present application are described in detail below.

[0047] The following refers to Figures 1-11 The hybrid assembly 1000 according to the embodiments of the present application is described below, which is applied to an all-terrain vehicle.

[0048] As Figure 1 shown, the hybrid assembly 1000 according to the embodiments of the present application can include an engine 100 and a generator 200, the generator 200 being arranged on the axial side of the engine 100, for example, the generator 200 being arranged on the right side of the engine 100. Among them, the engine 100 and the generator 200 are power transmission, the engine 100 drives the generator 200 to work, the generator 200 generates electric energy, the generator 200 is connected with the power battery and the motor of the all-terrain vehicle, the power battery is connected with the motor, so that the electric energy of the generator 200 can be supplied to the motor, so as to drive the all-terrain vehicle to move.

[0049] Thus, the hybrid power assembly 1000 composed of the engine 100 and the generator 200 can convert the power generated by the engine 100 into electric energy and supply the electric energy to the motor, so that the endurance of the all-terrain vehicle can be effectively increased, and the problem of insufficient power can be solved. In addition, since the generator 200 is arranged on one side of the engine 100, the hybrid power assembly 1000 has a small volume and occupies a small space, and has better integrity. It should be noted that the engine 100 in the hybrid power assembly 1000 can ensure continuous normal working conditions, so that the energy efficiency can be improved, the waste of energy can be reduced, and the emission of harmful gases can be reduced.

[0050] As shown in Figure 2 , the engine 100 includes a crankshaft 10 and a crankcase 20, the crankshaft 10 is installed in the crankcase 20, and the shaft end (i.e. the right shaft end) of the crankshaft 10 protrudes from the crankcase 20. The shaft end of the crankshaft 10 can facilitate power transmission between the engine 100 and the generator 200.

[0051] As shown in Figure 3 and Figure 4 , the generator 200 includes a motor mounting cover 210, a motor shell 220, a motor cover 230, a stator 240, and a rotor 250. The motor mounting cover 210 is installed on one side of the crankcase 20, the motor shell 220 is installed between the motor mounting cover 210 and the motor cover 230, the stator 240 is fixed in the motor shell 220, the rotor 250 is arranged on the inner periphery of the stator 240, and the rotor 250 can rotate relative to the stator 240. The rotor 250 is in transmission with the shaft end of the crankshaft 10. That is, the shaft end of the crankshaft 10 substantially penetrates the motor mounting cover 210 and cooperates with the rotor 250 to drive the rotor 250 to rotate for power generation. This way can make the engine 100 and the motor 200 have high integration and high transmission efficiency.

[0052] Thus, by arranging the motor mounting cover 210, the generator 200 can be firmly installed on one side of the crankcase 20, and the volume of the hybrid power assembly 1000 can be further reduced. In addition, by arranging the motor mounting cover 210, the motor shell 220, and the motor cover 230, the stator 240 and the rotor 250 can be reasonably installed, the installation reliability of the two can be ensured, and the transmission reliability of the shaft end of the crankshaft 10 and the rotor 250 can be ensured.

[0053] According to an optional embodiment of the present application, the rotor 250 is formed with a rotor hole, the shaft end of the crankshaft 10 penetrates the rotor hole, and the shaft end of the crankshaft 10 is in transmission with the rotor 250. That is, the rotor 250 is sleeved on the shaft end of the crankshaft 10, and the two are sleeved and matched, so that synchronous rotation can be better ensured, power transmission between the engine 100 and the generator 200 can be achieved, and the stability of power transmission of the two can be ensured.

[0054] Alternatively, the rotor 250 has an internal spline formed at the rotor bore, and the crankshaft 10 has an external spline formed at the shaft end, with the internal spline engaging with the external spline. The engagement of the internal and external splines is simple, reliable, and easy to implement.

[0055] Alternatively, such as Figure 3 and Figure 4 As shown, the rotor bore has an inner conical surface, and the crankshaft 10 has an outer conical surface 11 at its shaft end. The inner conical surface and the outer conical surface 11 mate with each other. The inner conical surface and the outer conical surface 11 can abut against each other, which allows the rotor 250 to be securely mounted on the shaft end, ensuring the reliability and transmission stability of both.

[0056] Specifically, such as Figure 3 and Figure 4 As shown, the motor housing 220 has a receiving hole 221, and the motor mounting cover 210 and the motor cover 230 have receiving grooves 211 facing the motor housing 220. The stator 240 is received in the receiving hole 221 and the two receiving grooves 211. That is, the middle part of the stator 240 is received in the receiving hole 221, and the two sides of the stator 240 are respectively received in the corresponding receiving grooves 211. This can effectively accommodate the stator 240, ensure the installation reliability of the stator 240, and reduce the axial dimension of the motor housing 220.

[0057] Optionally, the receiving hole 221 is interference-fitted with the stator 240. The interference fit is simple and reliable, which ensures the reliable installation of the stator 240 within the motor housing 220.

[0058] According to a specific embodiment of the present invention, such as Figure 5 As shown, the motor mounting cover 210 is provided with a first limiting part 212, the motor housing 220 is provided with a second limiting part 222 and a third limiting part 223 on both sides, and the motor cover 230 is provided with a fourth limiting part 231. The first limiting part 212 and the second limiting part 222 cooperate in limiting the motor mounting cover 210 and the motor housing 220, and the third limiting part 223 and the fourth limiting part 231 cooperate in limiting the motor mounting cover 210 and the motor housing 220. The first limiting part 212 and the second limiting part 222 can pre-limit the motor mounting cover 210 and the motor housing 220, which can reduce the installation difficulty of the generator 200 and improve the installation reliability between the motor mounting cover 210 and the motor housing 220. The third limiting part 223 and the fourth limiting part 231 can pre-limit the motor housing 220 and the motor cover 230, which can reduce the installation difficulty of the generator 200 and improve the installation reliability between the motor housing 220 and the motor cover 230.

[0059] Among them, such as Figure 5As shown in the figures, one of the first limiting portion 212 and the second limiting portion 222 is an outwardly protruding limiting ring and the other is an inwardly recessed limiting groove, and one of the third limiting portion 223 and the fourth limiting portion 231 is an outwardly protruding limiting ring and the other is an inwardly recessed limiting groove. For example, the first limiting portion 212 and the fourth limiting portion 231 are both limiting rings, and the second limiting portion 222 and the third limiting portion 223 are both limiting grooves, which can at least partially reduce the manufacturing difficulty of the motor housing 220. Through the cooperation of the limiting groove and the limiting ring, the structural reliability of the generator 200 can be improved, and the installation difficulty of the generator 200 can be reduced.

[0060] In addition, in combination with Figure 5 and Figure 11 As shown in the figures, the motor mounting cover 210 is provided with a fifth limiting portion 213, and the crankcase 20 is provided with a sixth limiting portion 27, and the fifth limiting portion 213 and the sixth limiting portion 27 are in limiting cooperation. The fifth limiting portion 213 and the sixth limiting portion 27 can play a role in pre-limiting the motor mounting cover 210 and the crankcase 20, can reduce the installation difficulty of the generator 200, and can improve the installation reliability of the motor mounting cover 210 and the crankcase 20.

[0061] Among them, as shown in the figures, Figure 5 and Figure 11 One of the fifth limiting portion 213 and the sixth limiting portion 27 is an outwardly protruding limiting ring and the other is an inwardly recessed limiting groove. For example, the fifth limiting portion 213 can be a limiting groove, and the sixth limiting portion 27 can be a limiting ring. Among them, the motor mounting cover 210 can be provided with a through hole for the shaft end of the crankshaft 10 to pass through, the through hole can be provided with a bearing, and the limiting ring is arranged around the bearing.

[0062] Optionally, as shown in the figures, Figure 3 and Figure 4 The stator 240 is connected with an outgoing terminal, a part of the motor cover 230 protrudes away from the motor housing 220 to form a containing space containing the outgoing terminal, and the generator 200 further comprises: a box cover 260, the box cover 260 covers the containing space. In this way, the generator 200 can effectively solve the arrangement problem of the outgoing terminal, and only need to increase the box cover 260, thereby simplifying the manufacturing difficulty of the generator 200. A sealing gasket can be provided between the box cover 260 and the motor cover 230.

[0063] Specifically, as shown in the figures, Figure 4 The motor housing 220 forms a liquid cooling channel therein, and the motor housing 220 is further provided with a liquid inlet 224 and a liquid outlet 225 communicating with the liquid cooling channel. That is, the motor housing 220 can flow with cooling liquid, and the cooling liquid arranged in the cooling channel can take away the heat generated during the operation of the generator 200, thereby effectively reducing the temperature of the generator 200, and keeping the temperature of the generator 200 within a reasonable working temperature range.

[0064] Optionally, the motor mounting cover 210 is detachably mounted on one side of the crankcase 20, the motor housing 220 is detachably mounted on one side of the motor mounting cover 210, and the motor cover 230 is detachably mounted on one side of the motor housing 220. The detachable nature can be achieved by using fasteners for secure connection. This configuration results in a simple structure and convenient installation of the generator 200, reducing installation difficulty and facilitating subsequent maintenance.

[0065] Among them, such as Figure 4 As shown, the engine 100 may further include: a cylinder block 30 and two piston connecting rod assemblies 40. The cylinder block 30 is located on the upper part of the crankcase 20 and has two cylinders. The pistons of the two piston connecting rod assemblies 40 are respectively located in the two cylinders and the connecting rods are respectively connected to the crankshaft 10.

[0066] The crankcase 20 of the engine 100 according to an embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

[0067] like Figure 6 , Figure 7 and Figure 11 As shown, the crankcase 20 according to an embodiment of the present invention may include: a first housing 21, a second housing 22, an oil pan 23, and a side cover 24. The second housing 22 is connected to the lower part of the first housing 21. The second housing 22 and the first housing 21 define a crankshaft cavity and a crankshaft bore. The crankshaft cavity communicates with the crankshaft bore, which is formed at one end of the first housing 21 and the second housing 22. The oil pan 23 is connected to the lower part of the second housing 22, and the side cover 24 is connected to the other end of the first housing 21 and the second housing 22. The first housing 21 and the second housing 22 fit together vertically, thereby defining the crankshaft cavity. The crankshaft 10 can be accommodated in the crankshaft cavity, and the shaft end of the crankshaft 10 can extend out of the crankshaft cavity through the crankshaft bore and then extend into the generator 200 to cooperate with the rotor 250. A bearing or bushing can be provided at the crankshaft bore to ensure the rotational stability of the crankshaft 10. The side cover 24 can serve as a cover, thereby further improving the structural reliability of the crankcase 20.

[0068] Therefore, according to the present invention, the crankcase 20, by reasonably arranging the first housing 21 and the second housing 22, can facilitate the crankshaft 10 to extend out of the crankcase 20 and cooperate with the rotor 250, thus making it applicable to the hybrid powertrain 1000. Moreover, the overall structure is reasonably arranged and has high structural reliability.

[0069] like Figure 6 and Figure 7As shown, the lower side of the first housing 21 has a plurality of first shaft holes 21a, and the upper side of the second housing 22 has a plurality of second shaft holes 22a. The plurality of first shaft holes 21a and the plurality of second shaft holes 22a correspond one-to-one to facilitate the installation of the crankshaft 10. That is to say, the first shaft holes 21a of the first housing 21 and the second shaft holes 22a of the second housing 22 work together to fit the crankshaft 10, which facilitates the installation and arrangement of the crankshaft 10 and reduces the difficulty of arranging the first housing 21 and the second housing 22.

[0070] Furthermore, such as Figure 6 and Figure 7 As shown, a plurality of third shaft holes 21b are formed on the lower side of the first housing 21, and a plurality of fourth shaft holes 22b are formed on the upper side of the second housing 22. The plurality of third shaft holes 21b and the plurality of fourth shaft holes 22b correspond one-to-one to facilitate the installation of a balance shaft. The plurality of third shaft holes 21b and the plurality of first shaft holes 21a are spaced apart on the lower side of the first housing 21, and the plurality of second shaft holes 22a and the plurality of fourth shaft holes 22b are spaced apart on the upper side of the second housing 22. The first housing 21 and the second housing 22 configured in this way can also accommodate the balance shaft. The balance shaft is driven by the crankshaft 10. The balance shaft can be used to balance the reciprocating inertial force generated when the piston connecting rod assembly 40 moves, thereby improving the smoothness of the engine 100 operation.

[0071] Specifically, such as Figure 6 and Figure 7 As shown, the first shaft hole 21a, the second shaft hole 22a, the third shaft hole 21b, and the fourth shaft hole 22b can all be semi-circular holes. Semi-circular holes are easy to design and manufacture, and shaft holes of this shape are easy to support the crankshaft 10 and the balance shaft, and also facilitate the installation and arrangement of bearings and bushings.

[0072] Optionally, oil grooves are provided inside the first shaft hole 21a, the second shaft hole 22a, the third shaft hole 21b, and the fourth shaft hole 22b. Lubricating oil flows in the oil grooves, and the bearings or bushings can communicate with the oil grooves. In this way, the lubricating oil can effectively lubricate the contact surfaces of the crankshaft 10 and the balance shaft, which can reduce the wear of the crankshaft 10 and the balance shaft, extend the service life of the crankshaft 10 and the balance shaft, and improve the reliability of the crankshaft 10 and the balance shaft.

[0073] According to an optional embodiment of the present invention, such as Figure 6 As shown, the crankcase 20 also includes a first cover 25, which is connected to one side of the first housing 21, and the first cover 25 and the first housing 21 form a first receiving cavity. The first receiving cavity can serve as a receiving cavity, which can change the structure of the crankcase 20 and make the overall layout of the crankcase 20 more reasonable.

[0074] Among them, such as Figure 6As shown, the first box cover 25 is arranged obliquely relative to the mounting plane of the first box body 21 and the combining plane of the first box body 21 and the second box body 22. The first box cover 25 arranged in this way can effectively adapt to the surface of the first box body 21, and the mounting reliability of the first box cover 25 on the surface of the first box body 21 can be ensured, and the first box cover 25 and the first box body 21 can be fixedly connected by fasteners.

[0075] Further, as shown in Figure 6 The crankcase 20 can further include a second box cover 26 connected to one side of the second box body 22, and the second box cover 26 and the second box body 22 form a second accommodating cavity, and the second accommodating cavity is in communication with the first accommodating cavity. The second accommodating cavity can play a role of accommodating, can change the structure of the crankcase 20, and can make the overall layout of the crankcase 20 more reasonable.

[0076] Among them, as shown in Figure 6 and Figure 11 The second box cover 26 is arranged perpendicularly relative to the mounting plane of the second box body 22 and the combining plane of the first box body 21 and the second box body 22. The second box cover 26 arranged in this way can effectively adapt to the surface of the second box body 22, and the mounting reliability of the second box cover 26 on the surface of the second box body 22 can be ensured, and the second box cover 26 and the second box body 22 can be fixedly connected by fasteners.

[0077] Optionally, the first box body 21 is provided with at least two through holes in communication with the crank cavity. The two through holes can correspond to two cylinders of the cylinder block 30, or can correspond to two piston connecting rod assemblies 40, that is, the crankcase 20 arranged in this way can be applied to a double-cylinder engine 100, so as to improve the power performance of the engine 100, and the power generation efficiency of the generator 200 can be high.

[0078] Specifically, at least one of the first box body 21 and the second box body 22 is provided with a limiting portion for limiting the generator 200 at one end of the crank hole. The limiting portion is the sixth limiting portion 27 described above, and the first box body 21 and the second box body 22 arranged in this way can ensure the mounting reliability of the generator 200.

[0079] Next, the oil pan 23 of the crankcase 20 according to the embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0080] As shown in Figures 8-10As shown, the oil sump 23 according to the embodiment of the present application can comprise a bottom wall 23a and a plurality of side walls 23b connected to different sides of the bottom wall 23a, and the plurality of side walls 23b define an open oil groove above the bottom wall 23a. It can be understood that the oil groove is used to accommodate lubricating oil, and the lubricating oil lubricating the moving pairs of the engine 100 flows downward under the action of gravity and finally converges into the oil groove. The lubricating oil in the oil groove can also be supplied upward in a certain manner, for example, in a splashing manner or in a suction manner. Adjacent side walls 23b are transitioned by arcs. The arc transition can make the oil sump 23 transition naturally, has high structural reliability, and is good in integrity.

[0081] As shown in Figure 8 , at least one side wall 23b is provided with an avoidance area 23c for avoiding the transmission shaft 300. That is, the bottom wall 23a of the oil sump 23 is provided around the transmission shaft 300, and the avoidance area 23c can effectively avoid the transmission shaft 300 and give a certain accommodation space to the transmission shaft 300, so as to make the overall structure of the all-terrain vehicle reasonable, and at least to a certain extent, the minimum ground clearance of the all-terrain vehicle can be improved, and the passability of the all-terrain vehicle can be improved.

[0082] Optionally, as shown in Figure 8 and Figure 9 , the surface of the avoidance area 23c can be an arc surface recessed towards the inside of the oil groove. The arc surface can effectively avoid the transmission shaft 300, and can reduce the manufacturing difficulty of the oil sump 23 and improve the structural reliability of the oil sump 23.

[0083] As shown in Figure 8 , the two opposite side walls 23b are each provided with an avoidance area 23c. That is, the left and right side walls 23b of the oil sump 23 are each provided with an avoidance area 23c, and the two transmission shafts 300 are arranged on the two sides of the oil sump 23. The oil sump 23 thus arranged has a reasonable overall layout, can effectively avoid the two transmission shafts 300, and can make the overall layout of the all-terrain vehicle reasonable.

[0084] Optionally, as shown in Figure 9 , each side wall 23b is provided with an oil guiding portion 23d extending from the upper end towards the bottom wall 23a. The oil guiding portion 23d can be an oil guiding slope, which can facilitate the downward flow of the lubricating oil to the bottom of the oil sump 23 and improve the ability of the oil sump 23 to converge lubricating oil.

[0085] As shown in Figure 9 , an inner surface of each side wall 23b is formed with an oil guiding rib 23e. The oil guiding rib 23e can be a protruding rib, and the arrangement of the oil guiding rib 23e can play a role in guiding oil and improve the structural reliability of the oil sump 23.

[0086] Specifically, as shown in Figure 8 and Figure 9 , the bottom wall 23a is formed with a drain hole, and a plug 23f is arranged at the drain hole. When the lubricating oil is not replaced for a long time, the user or the maintenance personnel can open the plug 23f, drain the lubricating oil, and then replace the lubricating oil, so that the replacement of the lubricating oil can be facilitated, and the performance of the engine 100 can be improved.

[0087] Optionally, as shown in Figure 8 and Figure 10 , the cross-sectional area of the oil pan 23 decreases from the opening to the bottom. That is, the oil pan 23 is configured in a structure tapered from top to bottom, so that the oil pan 23 thus arranged can facilitate the collection of the lubricating oil, and the lubricating oil can be facilitated to lubricate the moving pairs again.

[0088] Among them, the oil pan 23 is an aluminum alloy shell. The aluminum alloy shell has high structural strength and light weight, so that the oil pan 23 thus arranged meets the lightweight design goal of the all-terrain vehicle.

[0089] The all-terrain vehicle according to the embodiment of the present application comprises the hybrid power assembly 1000, the power battery, the motor and the transmission system of the above-mentioned embodiments, the power battery is connected with the generator 200, the motor is connected with the power battery, and the input end of the transmission system is connected with the motor.

[0090] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example.

[0091] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A hybrid powertrain, characterized in that, include: An engine, the engine including a crankshaft and a crankcase, the crankshaft being mounted in the crankcase, the end of the crankshaft extending out of the crankcase through a crankshaft bore, and a bearing or bearing bush being provided at the crankshaft bore; A generator, comprising: a motor mounting cover, a motor housing, a motor cover, a housing cover, a stator, and a rotor. The motor mounting cover is mounted on one side of the crankcase. The motor housing is mounted between the motor mounting cover and the motor cover. The stator is fixed inside the motor housing. The rotor is disposed on the inner circumference of the stator and is rotatable relative to the stator. The rotor drives the shaft end of the crankshaft. The rotor has a rotor hole. The shaft end of the crankshaft passes through the rotor hole and drives the rotor. The rotor and the crankshaft are engaged by a spline or an internal conical surface. The stator is connected to a terminal outlet. A portion of the motor cover protrudes away from the motor housing to form a receiving space for accommodating the terminal outlet. The housing cover is disposed over the receiving space. The motor mounting cover is provided with a first limiting part, the motor housing is provided with a second limiting part and a third limiting part on both sides, the motor cover is provided with a fourth limiting part, the first limiting part and the second limiting part are mutually limiting and engaged, the third limiting part and the fourth limiting part are mutually limiting and engaged, the motor mounting cover is provided with a fifth limiting part, the crankcase is provided with a sixth limiting part, the fifth limiting part and the sixth limiting part are mutually limiting and engaged, one of the first limiting part and the second limiting part is an outwardly convex limiting ring and the other is an inwardly concave limiting groove, one of the third limiting part and the fourth limiting part is an outwardly convex limiting ring and the other is an inwardly concave limiting groove, and one of the fifth limiting part and the sixth limiting part is an outwardly convex limiting ring and the other is an inwardly concave limiting groove; The crankcase includes a first housing and a second housing. The lower side of the first housing has multiple first shaft holes, and the upper side of the second housing has multiple second shaft holes. Each of the first and second shaft holes corresponds to a crankshaft for mounting. The lower side of the first housing has multiple third shaft holes, and the upper side of the second housing has multiple fourth shaft holes. Each of the third and fourth shaft holes corresponds to a balance shaft for mounting. The balance shaft drives the crankshaft. Each of the first, second, third, and fourth shaft holes has an oil groove containing lubricating oil. The oil groove communicates with the bearing or the bearing shell.

2. The hybrid powertrain according to claim 1, characterized in that, The rotor has an internal spline formed at the rotor hole, and the crankshaft has an external spline formed at the shaft end, with the internal spline engaging with the external spline.

3. The hybrid powertrain according to claim 1, characterized in that, The rotor bore has an inner conical surface, and the crankshaft end has an outer conical surface, with the inner conical surface and the outer conical surface engaging with each other.

4. The hybrid powertrain according to claim 1, characterized in that, The motor housing has a receiving hole, and the motor mounting cover and the motor cover have receiving grooves facing the motor housing. The stator is received in the receiving hole and the two receiving grooves.

5. The hybrid powertrain according to claim 4, characterized in that, The receiving hole is interference-fitted with the stator.

6. The hybrid powertrain according to claim 1, characterized in that, A liquid cooling channel is formed inside the motor housing, and the motor housing is also provided with an inlet and an outlet that connect to the liquid cooling channel.

7. The hybrid powertrain according to claim 1, characterized in that, The motor mounting cover is detachably mounted on one side of the crankcase, the motor housing is detachably mounted on one side of the motor mounting cover, and the motor cover is detachably mounted on one side of the motor housing.

8. The hybrid powertrain according to claim 1, characterized in that, The engine further includes a cylinder block and two piston-connecting rod assemblies. The cylinder block is located on the upper part of the crankcase and has two cylinders. The pistons of the two piston-connecting rod assemblies are respectively located in the two cylinders and the connecting rods are respectively connected to the crankshaft.

9. An all-terrain vehicle, characterized in that, include: The hybrid powertrain according to any one of claims 1-8; A power battery, which is connected to the generator; An electric motor, which is connected to the power battery; A transmission system, wherein the input end of the transmission system is connected to the electric motor.

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