All-terrain vehicles and their hybrid powertrains

Abstract

The present invention discloses an all-terrain vehicle and a hybrid powertrain thereof. The hybrid powertrain comprises an engine, the engine including a crankshaft and a crankcase, the crankshaft being mounted in the crankcase, the crankcase including a motor mounting cover, the first axial end of the crankshaft extending out of the motor mounting cover; and a motor, the motor including a motor housing, a motor cover, a stator, and a rotor, the motor housing being mounted between the motor mounting cover and the motor cover, the stator being fixed within the motor housing, the rotor being disposed within the inner circumference of the stator and rotatable relative to the stator, and the rotor being connected to the first axial end of the crankshaft. Thus, by providing a hybrid powertrain consisting of an engine and a motor, the power performance of the all-terrain vehicle can be improved, and an appropriate power source can be selected according to operating conditions and road conditions, thereby reducing energy consumption, conserving energy, and reducing the emission of harmful gases.

Description

Technical Field

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

[0002] In the prior art, all-terrain vehicles (ATVs) generally utilize a single power source, typically a fuel engine or an electric motor. If the power source is a fuel engine, the ATV generally suffers from insufficient power at low engine speeds. Furthermore, because the engine must operate under all operating conditions, the mixture burns incompletely during low-speed operation, resulting in low thermal efficiency, high fuel consumption, and high levels of harmful gases in the exhaust. If the power source is an electric motor, the ATV offers advantages such as zero exhaust emissions, low noise, and a simple structure. However, it also suffers from disadvantages such as shorter driving range, higher battery costs, longer charging times, shorter battery life, and higher maintenance costs. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a hybrid powertrain for an all-terrain vehicle, which can improve the power performance of the all-terrain vehicle and reduce exhaust emissions.

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

[0005] According to the present invention, the hybrid powertrain of an all-terrain vehicle includes: an engine, the engine including a crankshaft and a crankcase, the crankshaft being mounted on the crankcase, the crankcase including a motor mounting cover, the first axial end of the crankshaft extending out of the motor mounting cover; a motor, the motor including a motor housing, a motor cover, a stator and a rotor, the motor housing being mounted between the motor mounting cover and the motor cover, the stator being fixed in the motor housing, the rotor being arranged on the inner circumference of the stator and being rotatable relative to the stator, and the rotor being connected to the first axial end of the crankshaft.

[0006] Thus, by providing a hybrid powertrain consisting of an engine and a motor, the vehicle's dynamic performance can be improved. The appropriate power source can be selected based on the vehicle's operating and road conditions, thereby reducing energy consumption, conserving energy, and reducing harmful emissions. Furthermore, the battery powering the motor does not need to be discharged continuously for long periods of time, thereby extending the battery's service life.

[0007] In some examples of the present invention, a receiving groove open toward the stator is formed in the motor mounting cover, and the motor housing is provided with a receiving hole, which is connected to and corresponds to the receiving groove, and the first part of the stator is received in the receiving groove and the second part is received in the receiving hole.

[0008] In some examples of the present invention, the outer circumferential surface of the stator is interference fit with the accommodating hole.

[0009] In some examples of the present invention, the outer circumference of the stator is provided with an outwardly protruding convex ring, the axial dimension of the convex ring is smaller than the axial dimension of the accommodating hole, and the outer circumference of the convex ring is interference fit with the accommodating hole.

[0010] In some examples of the present invention, the motor further includes an outlet terminal and an outlet box cover, the outlet terminal is connected to the stator, the outlet box cover is arranged on a side of the motor cover away from the motor housing, the motor cover is provided with a perforation, and an accommodating space for the outlet terminal is defined between the motor cover and the outlet box cover, and the outlet terminal is accommodated in the accommodating space after extending out of the motor cover.

[0011] In some examples of the present invention, the motor further includes: a sealing gasket, which is arranged at the joint surface between the motor cover and the outlet box cover.

[0012] In some examples of the present invention, the motor cover is provided with a first bearing hole, and the rotor is provided with a first rotor bearing fitted in the first bearing hole.

[0013] In some examples of the present invention, the motor mounting cover is detachably mounted on the crankcase, the motor housing is detachably mounted on the motor mounting cover, the motor cover is detachably mounted on the motor housing, and the terminal box cover is detachably mounted on the motor cover.

[0014] In some examples of the present invention, the motor includes a motor shaft, the rotor is fixed on the motor shaft, and the first shaft end of the crankshaft is spline-matched with the shaft end of the motor shaft.

[0015] In some examples of the present invention, the first axial end of the crankshaft is provided with an external spline, the axial end of the motor shaft is provided with an internal spline and a second rotor bearing, the motor mounting cover is provided with a second bearing hole, the internal spline cooperates with the external spline, and the second bearing hole cooperates with the second rotor bearing.

[0016] In some examples of the present invention, the motor further includes an airbag connected to the motor cover and communicating with the inner space of the motor housing.

[0017] In some examples of the present invention, an air hole is provided on the motor cover, a connecting pipe is connected between the air hole and the airbag, the connecting pipe is bent toward the upper part of the crankcase, and the airbag is provided at the upper part of the crankcase.

[0018] In some examples of the present invention, the hybrid powertrain further includes: a continuously variable transmission, wherein the continuously variable transmission is disposed on the crankcase, the second shaft end of the crankshaft extends out of the crankcase, and the second shaft end of the crankshaft is connected to the input portion of the continuously variable transmission.

[0019] In some examples of the present invention, the hybrid powertrain also includes: a high and low gear transmission, which is arranged in the crankcase and spaced apart from the crankshaft, and the high and low gear transmission includes: an input shaft and an output shaft, a transmission gear set is arranged between the input shaft and the output shaft, and the input shaft is connected to the output part of the continuously variable transmission.

[0020] The all-terrain vehicle according to the present invention comprises the hybrid powertrain of the all-terrain vehicle.

[0021] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0023] Figure 1 is a schematic diagram of a hybrid powertrain according to an embodiment of the present invention;

[0024] Figure 2 This is an exploded view of the engine and CVT;

[0025] Figure 3 yes Figure 1 Exploded view of the hybrid powertrain at the motor shown;

[0026] Figure 4 This is an exploded view of the motor;

[0027] Figure 5 This is an exploded view of the engine's crankcase;

[0028] Figure 6 is a schematic diagram of the second side case and crankshaft;

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

[0030] Figure 8 This is an exploded view of the crankcase;

[0031] Figure 9 is a schematic diagram of the second bearing;

[0032] Figure 10 is a schematic diagram of the first bearing.

[0033] Reference numerals:

[0034] hybrid powertrain 1000;

[0035] Engine 100; crankshaft 10; external spline 11; crankcase 20;

[0036] Motor mounting cover 30; accommodating groove 31; second bearing hole 32;

[0037] First side housing 40; first bearing 41; second oil groove 411; third oil hole 412;

[0038] Second side housing 50; second bearing 51; first oil hole 511; first oil groove 512; second oil hole 513;

[0039] First mounting hole 52; first oil inlet hole 521; oil injection hole 522;

[0040] First housing cover 60; third bearing 61;

[0041] Piston 70;

[0042] Motor 200; motor housing 210; accommodating hole 211; motor cover 220; through hole 221; first bearing hole 222;

[0043] stator 230; convex ring 231; rotor 240; first rotor bearing 241; second rotor bearing 242;

[0044] Outlet terminal 250; outlet box cover 260; sealing gasket 270; air bag 280; connecting pipe 281; motor shaft 290;

[0045] Continuously variable transmission 300; high and low gear transmission 400. DETAILED DESCRIPTION

[0046] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0047] Reference below Figures 1-10 A hybrid powertrain 1000 according to an embodiment of the present invention is described. The hybrid powertrain 1000 is applied to an all-terrain vehicle. Specifically, the all-terrain vehicle further includes a frame, the frame including a cockpit and a power compartment, and the hybrid powertrain 1000 is disposed in the power compartment of the frame.

[0048] Combine Figure 1-Figure 2 As shown, the hybrid powertrain 1000 according to the embodiment of the present invention may include: an engine 100 and a motor 200, wherein the motor 200 is arranged on one axial side of the engine 100, that is, the axial direction Figure 1In the left-right direction shown, the motor 200 can be arranged on the right side of the engine 100 , and a transmission can be correspondingly arranged on the left side thereof, and the transmission can be a continuously variable transmission 300 .

[0049] Conventional all-terrain vehicles are purely fuel-powered, while the all-terrain vehicle of the present invention is a hybrid vehicle. A hybrid vehicle can select an appropriate power source based on actual needs. For example, when road conditions are good, the driver can select either the engine 100 or the motor 200 as a power source. When road conditions are poor and the engine 100 lacks power, the driver can select both the engine 100 and the motor 200 as power sources. This effectively improves the power performance of the all-terrain vehicle, thereby providing effective protection for navigating poor road conditions. When the battery level is low, the driver can select the engine 100 as a power source, and when fuel is low, the driver can select the motor 200 as a power source. The motor 200 can also recover energy. For example, when the all-terrain vehicle is parked, the power generated by the engine 100 can be recovered by the motor 200, meaning that the motor 200 can function not only as an electric motor but also as a generator.

[0050] Thus, by providing a hybrid powertrain 1000 consisting of an engine 100 and a motor 200, the power performance of the all-terrain vehicle can be improved. Furthermore, the appropriate power source can be selected based on the operating and road conditions, thereby reducing energy consumption, conserving energy, and reducing harmful gas emissions. Furthermore, the battery powering the motor 200 does not need to be continuously discharged for a long period of time, thereby extending the battery's service life.

[0051] like Figure 2 and Figure 3 As shown, engine 100 includes a crankshaft 10 and a crankcase 20. Crankshaft 10 is mounted in crankcase 20. Crankcase 20 includes a motor mounting cover 30. A first axial end (i.e., the right end) of crankshaft 10 extends out of motor mounting cover 30. The motor mounting cover 30 provided on one side of crankcase 20 in engine 100 of the present invention allows motor 200 to be mounted. This allows motor 200 to be integrated into one side of engine 100, thereby improving the integration of hybrid powertrain 1000 and reducing the space occupied by hybrid powertrain 1000.

[0052] like Figure 3As shown, the motor 200 includes a motor housing 210, a motor cover 220, a stator 230, a motor shaft 290, and a rotor 240. The motor housing 210 is mounted between the motor mounting cover 30 and the motor cover 220. The stator 230 is fixed within the motor housing 210. The rotor 240 is disposed on the inner circumference of the stator 230 and is rotatable relative to the stator 230. The rotor 240 is fixed to the motor shaft 290, which is connected to the first axial end of the crankshaft 10. This ensures that the rotor 240 rotates synchronously with the first axial end of the crankshaft 10. In other words, the motor housing 210 can be fixed to the motor mounting cover 30, the motor cover 220 can be further fixed to the motor housing 210, and the stator 230 is further fixed within the motor housing 210. In this way, the main structure of the motor 200 can be fixed to the crankcase 20 side of the engine 100, thereby ensuring the reliability of the connection between the engine 100 and the motor 200. Moreover, the motor 200 is simple and reliable to install.

[0053] Among them, the rotor 240 is connected to the crankshaft 10 through the motor shaft 290 and rotates synchronously. In this way, when either the engine 100 or the motor 200 is used as a power source, it can be transmitted to the wheels through the transmission system. In other words, the engine 100 and the motor 200 can share a transmission system, thereby reducing modifications to the all-terrain vehicle and reducing the research and development costs of the all-terrain vehicle. It should be noted that when the engine 100 is working, the crankshaft 10 can drive the rotor 240 to rotate synchronously. At this time, part of the power of the engine 100 can be converted into electrical energy through the motor 200 and transmitted to the battery. The battery can store this part of the electrical energy, thereby reducing energy waste. When the motor 200 is working, the motor 200 can transmit power through the crankshaft 10.

[0054] According to an optional embodiment of the present invention, Figure 2 and Figure 3 As shown, a receiving groove 31 is formed in the motor mounting cover 30 and is open toward the stator 230. The motor housing 210 is provided with a receiving hole 211, which is in communication with and corresponds to the receiving groove 31. The first portion of the stator 230 is received in the receiving groove 31, and the second portion of the stator 230 is received in the receiving hole 211. In other words, the motor mounting cover 30 not only serves to mount the motor 200, but also serves as a side cover for the motor 200, with a portion of the stator 230 also received therein. This effectively reduces the axial dimension of the hybrid powertrain 1000, facilitates the installation and fixation of the stator 230, and reduces the axial dimension of the motor housing 210.

[0055] Optionally, the outer circumference of the stator 230 is interference fit with the accommodating hole 211. The interference fit method can make the stator 230 securely installed in the accommodating hole 211, and can ensure the installation reliability between the stator 230 and the motor housing 210. In addition, the interference fit method is simple and easy to implement.

[0056] Furthermore, if Figure 3 and Figure 4 As shown, the outer circumference of the stator 230 is provided with an outwardly protruding convex ring 231. The axial dimension of the convex ring 231 is smaller than the axial dimension of the accommodating hole 211, and the outer circumference of the convex ring 231 is interference-fitted with the accommodating hole 211. In other words, the stator 230 is mated with the motor housing 210 by providing the convex ring 231. This simplifies the structure of the stator 230, reduces the weight of the stator 230, and ensures the installation reliability of the stator 230.

[0057] According to a specific embodiment of the present invention, Figure 3 and Figure 4 As shown, the motor 200 may further include an outlet terminal 250 and an outlet box cover 260. The outlet terminal 250 is connected to the stator 230. The outlet box cover 260 is disposed on a side of the motor cover 220 away from the motor housing 210. The motor cover 220 is provided with a perforation 221. A space for accommodating the outlet terminal 250 is defined between the motor cover 220 and the outlet box cover 260. The outlet terminal 250 extends out of the motor cover 220 and is accommodated in the accommodation space. The winding wire end on the stator 230 is connected to the outlet terminal 250, and the outlet terminal 250 is accommodated in the accommodation space. In this way, the motor cover 220 and the outlet box cover 260 can jointly protect the outlet terminal 250. The outlet box cover 260 also serves to cover the motor 200, thereby ensuring the structural sealing of the motor 200.

[0058] Furthermore, if Figure 3 and Figure 4 As shown, the motor 200 may further include: a sealing gasket 270, which is disposed between the motor cover 220 and the outlet box cover 260. Figure 4 As shown, a sealing gasket 270 is installed at the interface between the motor cover 220 and the terminal box cover 260. Sealing gasket 270 provides a seal, thereby better protecting the terminal 250 and stator 230. Because the ATV may traverse flooded terrain, sealing gasket 270 provides a waterproofing effect. Sealing gasket 270 may be a rubber gasket.

[0059] like Figure 3 and Figure 4As shown, the motor cover 220 is provided with a first bearing hole 222, the rotor 240 is provided with a first rotor bearing 241 that fits in the first bearing hole 222, and the sealing gasket 270 is provided around the accommodating space and the first bearing hole 222. As a result, the size of the sealing gasket 270 is appropriate, which can reduce the difficulty of manufacturing the sealing gasket 270, and the sealing gasket 270 can effectively seal the internal space of the motor 200.

[0060] Combine Figure 3 and Figure 4 As shown, the motor mounting cover 30 can be detachably mounted on the crankcase 20, the motor housing 210 can be detachably mounted on the motor mounting cover 30, the motor cover 220 can be detachably mounted on the motor housing 210, and the terminal box cover 260 can be detachably mounted on the motor cover 220. In other words, the motor 200 is entirely placed on one side of the crankcase 20, thereby facilitating installation and removal, and subsequent maintenance and replacement of components, thereby reducing the maintenance cost of the hybrid powertrain 1000.

[0061] Optionally, the first shaft end of the crankshaft 10 is splined with the shaft end of the motor shaft 290. The splined fit allows the crankshaft 10 and the rotor 240 to move synchronously, and allows power to be smoothly transmitted between the two.

[0062] Specifically, if Figure 4 As shown, the first end of the crankshaft 10 is provided with an external spline 11, the end of the motor shaft 290 is provided with an internal spline and a second rotor bearing 242, and the motor mounting cover 30 is provided with a second bearing hole 32. The internal spline mates with the external spline 11, and the second bearing hole 32 mates with the second rotor bearing 242. In other words, the end of the motor shaft 290 is sleeved onto the first end of the crankshaft 10, and then the internal spline and external spline 11 mate with each other. The rotor 240 also fits into the second bearing hole 32 via the second rotor bearing 242. This ensures the support and transmission reliability of the ends of the motor shaft 290 and the crankshaft 10, thereby improving the structural reliability of the hybrid powertrain 1000.

[0063] According to a specific embodiment of the present invention, Figure 3 and Figure 4 As shown, the motor 200 may further include an airbag 280 connected to the motor cover 220 and in communication with the interior space of the motor housing 210. The airbag 280 can expand and contract. When the temperature inside the motor 200 is high, some gas may enter the airbag 280. The airbag 280 may stabilize the operating state of the motor 200, thereby ensuring the stability of the motor 200 and improving the operating performance of the motor 200.

[0064] The motor cover 220 is provided with an air hole, and a connecting tube 281 is connected between the air hole and the airbag 280. The connecting tube 281 is bent toward the upper portion of the crankcase 20, and the airbag 280 is disposed above the crankcase 20. This arrangement of the airbag 280 effectively utilizes the space surrounding the crankcase 20, thereby reducing the space occupied by the hybrid powertrain 1000 and improving the overall layout.

[0065] Among them, such as Figure 1 and Figure 2 As shown, the second end of the crankshaft 10 extends out of the left side of the crankcase 20 and is connected to the input portion of the continuously variable transmission 300. This configuration of the continuously variable transmission 300 allows for efficient use of the space on the other side of the engine 100, thereby improving the integration of the hybrid powertrain 1000.

[0066] Also, such as Figure 2 As shown, hybrid powertrain 1000 further includes a high- and low-speed transmission 400, which is disposed within crankcase 20 and spaced apart from crankshaft 10. High- and low-speed transmission 400 includes an input shaft and an output shaft, with a transmission gear set disposed therebetween. The input shaft is connected to the output portion of continuously variable transmission 300. Placing high- and low-speed transmission 400 within crankcase 20 effectively utilizes the internal space of crankcase 20. Furthermore, the combination of continuously variable transmission 300 and high- and low-speed transmission 400 provides a variety of output power options for hybrid powertrain 1000, thereby enhancing the power output capability of hybrid powertrain 1000.

[0067] The crankcase 20 of the engine 100 according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0068] like Figure 5-Figure 8 As shown, the crankcase 20 of the engine 100 according to an embodiment of the present invention may include a first side case 40, a second side case 50, a first case cover 60 and the above-mentioned motor mounting cover 30, the first side case 40 is provided with a first bearing 41, the second side case 50 is provided with a second bearing 51, the second side case 50 and the first side case 40 are axially oppositely arranged, the first case cover 60 is arranged on the side of the first side case 40 away from the second side case 50, that is, the first case cover 60 is arranged on the left side of the first side case 40, and the second side case 50 is arranged on the right side of the first side case 40.

[0069] The first housing cover 60 is provided with a third bearing 61, which corresponds to the first bearing 41. The motor mounting cover 30 is mounted on a side of the second side housing 50 away from the first side housing 40, that is, the motor mounting cover 30 is mounted on the right side of the second side housing 50. The motor mounting cover 30 is also provided with a first through hole, which corresponds to the second bearing 51. The first through hole is the second bearing hole 32 mentioned above.

[0070] That is to say, the crankcase 20 is mainly composed of a first side case body 40, a second side case body 50, a first case cover 60 and a motor mounting cover 30, wherein the first side case body 40 and the second side case body 50 define the internal mounting space of the crankcase 20, and the crankshaft 10 and the high and low gear transmission 400 are both arranged in the internal mounting space. The crankcase 20 arranged in this way has structural reliability and can facilitate the arrangement of multiple components.

[0071] The first end of the crankshaft 10 can pass through the second bearing 51 and the second bearing hole 32 to connect to the motor shaft 290, and the second end of the crankshaft 10 can pass through the first bearing 41 and the third bearing 61. The crankcase 20 configured in this manner can effectively support the crankshaft 10, ensuring the reliable installation of the crankshaft 10 within the crankcase 20, thereby ensuring the operational reliability of the engine 100. The first end of the crankshaft 10 has a first sliding surface that fits within the second bearing 51, and the second end of the crankshaft 10 has a second sliding surface that fits within the first bearing 41 and the third bearing 61.

[0072] Optionally, the first bearing 41, the second bearing 51, and the third bearing 61 are all sliding bearings. Sliding bearings offer smooth, reliable, and silent operation. Furthermore, under liquid lubrication conditions, the sliding surfaces are separated by lubricating oil, preventing direct contact. This significantly reduces friction loss and surface wear, and the oil film also has a certain vibration absorption capability. By using integral sliding bearings, the crankshaft 10 can be effectively supported and bearing installation can be simplified.

[0073] According to a specific embodiment of the present invention, the first bearing 41, the second bearing 51, and the third bearing 61 are each provided with interconnected oil grooves and oil holes, and the first side housing 40, the second side housing 50, and the first housing cover 60 are each provided with oil passages connected to the oil holes. In other words, the oil passages can supply oil to the oil grooves through the oil holes, effectively lubricating the sliding surface of the crankshaft 10, reducing friction losses, and improving the smoothness of the crankshaft 10's rotation.

[0074] Specifically, combined Figure 7-Figure 9As shown, the second side housing 50 is provided with a first mounting hole 52 for mounting the second bearing 51. A first oil inlet hole 521 is formed on the inner circumference of the first mounting hole 52. The second bearing 51 is formed with a first oil hole 511 and a first oil groove 512 that are connected. The first oil hole 511 corresponds to the first oil inlet hole 521. The first oil groove 512 is formed on the inner circumferential surface of the first bearing 41. Lubricating oil can enter the first oil groove 512 through the first oil inlet hole 521 and the first oil hole 511. The lubricating oil in the first oil groove 512 can effectively lubricate the first shaft end of the crankshaft 10, allowing the crankshaft 10 to rotate smoothly.

[0075] Furthermore, if Figure 6 and Figure 8 As shown, an oil spray hole 522 is provided at the first mounting hole 52. There is at least one oil spray hole 52, and for example, two oil spray holes 52 may be provided. The second bearing 51 is provided with a second oil hole 513, which is connected to the oil spray hole 522. The outlet end of the oil spray hole 522 is directed toward the bottom of the piston 70 of the engine 100. The oil spray hole 522 can use oil pressure to spray lubricating oil to the bottom of the piston 70, thereby lubricating the piston 70, reducing wear on the piston 70, extending the service life of the piston 70, and improving the operating reliability of the engine 100. The second oil hole 513 and the first oil hole 511 are spaced apart in the circumferential direction of the first bearing 41.

[0076] Alternatively, as Figure 10 As shown, the first bearing 41 is formed with a second oil groove 412 and a third oil hole 411, and the third bearing 61 is formed with a third oil groove and a fourth oil hole. The second oil groove 412 and the third oil groove are non-annular oil grooves. Therefore, the first bearing 41 and the third bearing 61 can also function as a lubricant for the second end of the crankshaft 10. The non-annular oil grooves can ensure uniform oil film pressure in the oil grooves, improving lubrication.

[0077] Alternatively, as Figure 5 As shown, the engine 100 includes a cylinder block having a center plane perpendicular to the axial direction of the crankcase 20. The joining plane of the first side case 40 and the second side case 50 is not coplanar with the center plane. By arranging the joining plane of the first side case 40 and the second side case 50 to be non-coplanar with the center plane, the axial dimensions of the first side case 40 and the second side case 50 can be gradually brought closer, reducing the difference in axial dimensions between the two, and reducing the difficulty of molding the first side case 40 and the second side case 50.

[0078] Specifically, the axial dimensions of the first side box body 40 and the axial dimensions of the second side box body 50 can be the same. Thus, the first side box body 40 and the second side box body 50 can be manufactured using similar molds, thereby reducing the manufacturing difficulty of the first side box body 40 and the second side box body 50.

[0079] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0080] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A hybrid powertrain for an all-terrain vehicle, characterized in that: include: An engine, the engine comprising a crankshaft and a crankcase, the crankshaft being mounted on the crankcase, the crankcase comprising: a motor mounting cover, a first axial end of the crankshaft extending out of the motor mounting cover; The motor comprises: a motor housing, a motor cover, a stator, a rotor and an airbag, the motor housing being installed between the motor mounting cover and the motor cover, the stator being fixed in the motor housing, the rotor being arranged on the inner circumference of the stator and rotatable relative to the stator, the rotor being connected to a first shaft end of the crankshaft, the motor comprising a motor shaft, the rotor being fixed on the motor shaft, the first shaft end of the crankshaft being splined with the shaft end of the motor shaft, the first shaft end of the crankshaft being provided with an external spline, the shaft end of the motor shaft being provided with an internal spline, the internal spline being matched with the external spline, the airbag being connected to the motor cover and communicating with the internal space of the motor housing, the motor cover being provided with an air hole, a connecting pipe being connected between the air hole and the airbag, the connecting pipe being bent toward the upper part of the crankcase, and the airbag being provided at the upper part of the crankcase; A receiving groove open toward the stator is formed in the motor mounting cover, and a receiving hole is provided in the motor housing. The receiving hole is communicated with the receiving groove, and the first part of the stator is received in the receiving groove and the second part is received in the receiving hole.

2. The hybrid powertrain of an all-terrain vehicle according to claim 1, characterized in that: The outer circumferential surface of the stator is interference-fitted with the accommodating hole.

3. The hybrid powertrain of an all-terrain vehicle according to claim 2, characterized in that: The outer circumferential surface of the stator is provided with a convex ring protruding outward, the axial dimension of the convex ring is smaller than the axial dimension of the accommodating hole, and the outer circumferential surface of the convex ring is interference fit with the accommodating hole.

4. The hybrid powertrain of an all-terrain vehicle according to claim 1, characterized in that: The motor also includes an outlet terminal and an outlet box cover. The outlet terminal is connected to the stator. The outlet box cover is arranged on a side of the motor cover away from the motor housing. The motor cover is provided with a through hole. An accommodating space for the outlet terminal is defined between the motor cover and the outlet box cover. The outlet terminal extends out of the motor cover and is accommodated in the accommodating space.

5. The hybrid powertrain for an all-terrain vehicle according to claim 4, characterized in that: The motor further comprises a sealing gasket, which is arranged at the joint surface between the motor cover and the outlet box cover.

6. The hybrid powertrain for an all-terrain vehicle according to claim 4, characterized in that: The motor cover is provided with a first bearing hole, and the rotor is provided with a first rotor bearing fitted in the first bearing hole.

7. The hybrid powertrain for an all-terrain vehicle according to claim 4, characterized in that: The motor mounting cover is detachably mounted on the crankcase, the motor housing is detachably mounted on the motor mounting cover, the motor cover is detachably mounted on the motor housing, and the terminal box cover is detachably mounted on the motor cover.

8. The hybrid powertrain for an all-terrain vehicle according to claim 1, wherein: The shaft end of the motor shaft is provided with a second rotor bearing, and the motor mounting cover is provided with a second bearing hole, and the second bearing hole is matched with the second rotor bearing.

9. The hybrid powertrain for an all-terrain vehicle according to claim 1, wherein: Also includes: A continuously variable transmission is provided on the crankcase, the second shaft end of the crankshaft extends out of the crankcase, and the second shaft end of the crankshaft is connected to the input part of the continuously variable transmission.

10. The hybrid powertrain for an all-terrain vehicle according to claim 9, wherein: Also includes: A high and low gear transmission is arranged in the crankcase and spaced apart from the crankshaft. The high and low gear transmission includes: an input shaft and an output shaft, a transmission gear set is arranged between the input shaft and the output shaft, and the input shaft is connected to the output part of the continuously variable transmission.

11. An all-terrain vehicle, characterized in that: A hybrid powertrain comprising the all-terrain vehicle according to any one of claims 1-10.

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