Multi-function hybrid power assembly

Abstract

The multifunctional hybrid assembly comprises a gearbox with a box, a driving gear unit with an input shaft arranged in the box, a transmission gear unit connected with the driving gear unit and a differential gear unit connected with the transmission gear unit, and a fuel driving unit and an electric motor driving unit arranged outside the box and connected with the input shaft respectively. The differential gear unit is integrated in the box, the traditional gearbox and differential are integrated in the same box, the installation space is reduced, the transmission gear unit is added, and the speed and torque output range of the gearbox are increased.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle power transmission, and particularly relates to a multifunctional hybrid power assembly. BACKGROUND

[0002] Gearbox, one of the automobile parts, is a device for changing speed ratio and movement direction, which is used on automobiles, tractors, ships, machine tools and various machines to change the torque, speed and movement direction transmitted from the driving shaft to the driven shaft according to different working conditions. The gearbox of gear transmission is generally composed of a box shell and a plurality of gear pairs. The gearbox needs to be used in combination with a power device such as a fuel engine, a motor, etc. The gearbox and the power device constitute a driving assembly of a vehicle.

[0003] Among them, the patent number of the Chinese utility model patent is 201620139784.0, which discloses a new energy two-in-one double power gearbox, comprising a converter and a differential. The converter is provided with an engine transmission output system and a motor transmission output system. The output end of the converter is directly connected together with the differential through a detachable structure. The input end of the differential is provided with an external flange. The external flange is connected between the converter through screw locking. The differential is in the shape of a round drum. The converter group is arranged on the circumference of the differential. The middle line of the output main shaft of the converter extends radially to the center of the differential. The side end of the differential is provided with a detachable end cover. The output main shaft of the converter is provided with a forward gear, a reverse gear and a combination tooth. The forward gear and the reverse gear are in the form of a bevel gear. The forward gear and the reverse gear are simultaneously meshed and connected with the driving gear of the engine. The combination tooth selectively meshes with the inner teeth of the forward gear or the reverse gear to realize forward movement or reverse movement, and the power of the driving gear is transmitted to the output main shaft. The forward gear is further combined with an electric gear connected with the motor transmission output system. The electric gear is meshed with the overbridge gear on the lay shaft. The lay shaft is connected with the output shaft of the motor through a one-way clutch. The problem is that:

[0004] 1. The above-mentioned gearbox connects the power of the motor and the engine through two different input shaft structures built-in. The input shaft corresponding to the output shaft of the motor in the gearbox is one of the input shaft structures in the gearbox. The shaft sleeve on the driving gear corresponding to the output end of the engine is the other input shaft structure in the gearbox. The motor and the engine do not share the same input shaft structure. The two different input shaft structures occupy more space inside the gearbox. The two different input shaft structures are not conducive to saving the internal space of the gearbox, and have certain limitations.

[0005] 2. The above-mentioned gearbox and differential adopt a split structure. The differential is externally arranged on the gearbox. The gearbox and differential of this structure need to occupy a large installation space, which is not conducive to the miniaturization of vehicle parts, and has certain limitations.

[0006] III. The above-mentioned gearbox does not have high-speed and low-speed gears in the converter, which limits the output range of the gearbox speed and torque, and also has certain limitations.

[0007] On the other hand, the utility model patent with the patent number 202010634865.9 discloses a new energy oil-electric hybrid power UTV speed control device, which comprises a storage battery, an intelligent controller, a drive knob, a motor, an engine assembly, a clutch, a transmission mechanism, a speed change mechanism and a rear wheel mechanism. The engine assembly is connected to one end of the storage battery to charge the storage battery. The other end of the storage battery is connected to the intelligent controller. The intelligent controller is also connected to the drive knob and the motor. The output shaft of the engine assembly is connected to the clutch and the transmission mechanism in sequence. The motor is connected to the transmission mechanism. The transmission mechanism is connected to the speed change mechanism. The speed change mechanism is connected to the rear wheel mechanism. The transmission mechanism comprises a front pulley, a rear pulley and a belt. The two ends of the belt are sleeved on the front pulley and the rear pulley. A first gear is sleeved on the transmission shaft of the front pulley. The output shaft of the motor is connected to the first gear through a second gear.

[0008] The problem is that according to the description and drawings in the document, the motor passes through the inside of the belt, and the motor is located between the front pulley and the rear pulley. A sufficient distance needs to be maintained between the front pulley and the rear pulley to avoid interference with the motor, which requires a longer belt to be matched. The front pulley and the rear pulley also need to be larger in diameter to prevent the belt from interfering with the motor after being sleeved on the front pulley and the rear pulley, which again requires a longer belt to be matched. Ultimately, the length and height of the entire transmission mechanism are large, which has certain limitations.

[0009] Therefore, further improvement is needed. SUMMARY

[0010] The present application aims to at least overcome one of the deficiencies of the prior art, and provides a multifunctional hybrid power assembly, which integrates a differential gear unit in the gearbox. The traditional gearbox and differential are integrated in the same gearbox, which reduces the installation space occupied by the whole and increases the speed change gear unit, which is beneficial to increase the output range of the speed and torque of the gearbox.

[0011] To achieve the above-mentioned purpose, the technical scheme provided by the present application is:

[0012] The multifunctional hybrid power assembly comprises a gearbox with a gearbox, a drive gear unit with an input shaft, a speed change gear unit connected to the drive gear unit, and a differential gear unit connected to the speed change gear unit, an oil drive unit and an electric motor drive unit which are externally connected to the gearbox and connected to the input shaft.

[0013] Further, the differential gear unit comprises a differential seat, two half axle gears arranged in the differential seat and spaced apart left and right, two planetary gears connected with the two half axle gears respectively, and a terminal low-speed driven gear and a terminal high-speed driven gear fixed on the differential seat and spaced apart left and right and used for being connected with the variable speed gear unit, the box body is rotatably provided with an output half axle fixed with the half axle gear, the differential seat is provided with a positioning shaft, and the planetary gear is rotatably arranged on the positioning shaft.

[0014] Further, the terminal low-speed driven gear and the terminal high-speed driven gear are each provided with a first shaft sleeve extending outward, the box body is provided with a bearing sleeved on the first shaft sleeve, the two half axle gears are respectively located on the inner sides of the terminal low-speed driven gear and the terminal high-speed driven gear, the terminal low-speed driven gear and the terminal high-speed driven gear are respectively located on the left and right sides of the differential seat, the half axle gear is provided with a second shaft sleeve, and the second shaft sleeve of the half axle gear is rotatably arranged in the first shaft sleeve of the corresponding terminal low-speed driven gear or terminal high-speed driven gear.

[0015] Further, the variable speed gear unit comprises a variable speed shaft rotatably arranged on the box body, a variable speed input gear, a terminal low-speed driving gear, a terminal synchronous gear, a terminal high-speed driving gear, and a terminal gear shifting assembly, the variable speed input gear is connected with the driving gear unit, the variable speed input gear and the terminal synchronous gear are fixed on the variable speed shaft, the terminal low-speed driving gear and the terminal high-speed driving gear are rotatably arranged on the variable speed shaft, the terminal low-speed driving gear is connected with the terminal low-speed driven gear, and the terminal high-speed driving gear is connected with the terminal high-speed driven gear.

[0016] When the terminal gear shifting assembly is connected with the terminal synchronous gear, the variable speed gear unit is in a neutral state; when the terminal gear shifting assembly is connected with the terminal synchronous gear and the terminal low-speed driving gear and makes the two gears run synchronously, the variable speed gear unit is in a low-speed gear state; and when the terminal gear shifting assembly is connected with the terminal synchronous gear and the terminal high-speed driving gear and makes the two gears run synchronously, the variable speed gear unit is in a high-speed gear state.

[0017] Further, the driving gear unit comprises an input shaft rotatably arranged on the box body, a forward gear driving gear, a front synchronous gear, a reverse gear driving gear, a front gear shifting assembly, a reverse shaft, and a first reverse driven gear and a second reverse driven gear fixed on the reverse shaft, the forward gear driving gear is rotatably arranged on the input shaft and connected with the variable speed input gear, the front synchronous gear is fixed on the input shaft, the reverse gear driving gear is rotatably arranged on the input shaft and connected with the first reverse driven gear, and the second reverse driven gear is connected with the variable speed input gear.

[0018] When the front gear shifting assembly is connected with the front synchronizing gear, the driving gear unit is in the neutral state; when the front gear shifting assembly is connected with the front synchronizing gear and the forward gear driving gear and makes them run synchronously, the driving gear unit is in the forward gear state; when the front gear shifting assembly is connected with the front synchronizing gear and the reverse gear driving gear and makes them run synchronously, the driving gear unit is in the reverse gear state.

[0019] Further, the rear high-speed driving gear comprises a first sub-gear for cooperating with the rear gear shifting assembly and a second sub-gear coaxially fixed on the side of the first sub-gear and connected with the rear high-speed driven gear, the vertical section of the first sub-gear, the rear synchronizing gear and the rear low-speed driving gear is the same, and the gear shifting input gear, the rear low-speed driving gear, the rear synchronizing gear, the first sub-gear and the second sub-gear are arranged in sequence along the transverse direction.

[0020] The forward gear driving gear comprises a third sub-gear for connecting with the front gear shifting assembly and a fourth sub-gear coaxially fixed on the side of the third sub-gear and connected with the gear shifting input gear, the vertical section of the third sub-gear, the front synchronizing gear and the reverse gear driving gear is the same, and the fourth sub-gear, the third sub-gear, the front synchronizing gear and the reverse gear driving gear are arranged in sequence along the transverse direction.

[0021] Further, the rear gear shifting assembly and the front gear shifting assembly each comprise a synchronizing ring, a shift fork connected with the synchronizing ring, a gear shifting shaft fixed with the shift fork, a mounting seat arranged on the outer side of the box, a rocker arm hingedly connected on the mounting seat and connected with the gear shifting shaft and used for driving the gear shifting shaft to move transversely, three positioning grooves arranged in sequence along the axial direction of the gear shifting shaft are arranged on the gear shifting shaft corresponding to the gear shifting states, a positioning ball corresponding to the gear shifting shaft is arranged on the box, a spring connected on the upper part of the positioning ball and a positioning column connected on the upper part of the spring are arranged on the box, and the positioning ball is embedded in one of the positioning grooves.

[0022] The synchronizing ring of the rear gear shifting assembly is used for sleeving on the rear synchronizing gear or the rear synchronizing gear and the rear low-speed driving gear or the rear synchronizing gear and the rear high-speed driving gear; the synchronizing ring of the front gear shifting assembly is used for sleeving on the front synchronizing gear or the front synchronizing gear and the forward gear driving gear or the front synchronizing gear and the reverse gear driving gear.

[0023] The reverse gear shifting shaft is located at the lower part of the input shaft; the box is provided with bearings sleeving on the input shaft, the reverse gear shifting shaft and the gear shifting shaft on the left and right sides.

[0024] Further, the battery, the fuel driving unit including an engine and a generator, the output end of the engine is connected with the first end of the input shaft through a belt transmission mechanism, the input end of the generator is connected with the output end of the engine, the output end of the generator is electrically connected with the battery and is used for charging the battery, the battery is electrically connected with the motor driving unit and supplies power to the motor driving unit, and the output end of the motor driving unit is connected with the second end of the input shaft.

[0025] Further, a one-way clutch assembly is arranged between the output end of the motor driving unit and the second end of the input shaft, the one-way clutch assembly includes a one-way bearing, a rotating sleeve sleeved outside the one-way bearing and fixedly connected with the outer ring of the one-way bearing, a connecting sleeve with two ends fixedly connected with the second end of the input shaft and the inner ring of the one-way bearing, and a connecting shaft with two ends fixedly connected with the rotating sleeve and the output end of the motor driving unit, and a bearing is arranged in the box body and sleeved outside the connecting sleeve.

[0026] Further, the engine has a rotating shaft extending out of both sides of the engine, the belt transmission mechanism is connected with the first end of the rotating shaft, the input end of the generator is connected with the second end of the rotating shaft, and the generator and the motor driving unit are located on the same side.

[0027] The belt transmission mechanism includes a driving pulley connected with the first end of the rotating shaft, a driven pulley connected with the first end of the input shaft, and a transmission belt connecting the driving pulley and the driven pulley.

[0028] The engine and the generator are located at the front part of the box body.

[0029] The control module is provided with a communication assembly, and the communication assembly is at least one of a Beidou communication assembly, a Bluetooth communication assembly, a GPS communication assembly and a USB communication assembly.

[0030] The motor controller is electrically connected between the battery and the motor driving unit, the charging voltage stabilizer is electrically connected between the battery and the generator, the igniter is arranged on the engine, the ignition driving control module is electrically connected between the battery and the igniter, the speed sensor is arranged on the box body, the control module is electrically connected between the motor controller and the speed sensor, the control module is electrically connected with the battery, the engine and the generator, the electric fuel injection valve is arranged on the engine, the driving pedal is electrically connected with the electric fuel injection valve, and the electric fuel injection valve, the driving pedal and the control module are electrically connected.

[0031] The beneficial effects of the present application are as follows:

[0032] 1、The differential gear unit is integrated in the box body of the gearbox, the traditional gearbox and differential are integrated in the same box body, the installation space occupied by the whole is reduced, the gearbox of the present application increases the differential gear unit, which is beneficial to increase the speed, torque output range of the gearbox.

[0033] 2、The differential gear unit of the application can be used to realize large torque, low speed output or low torque, high speed output of the output half shaft.

[0034] 3、The power of the engine and the motor driving unit is connected to the two ends of the same input shaft, and the motor driving unit does not need to pass through the belt transmission mechanism, which is beneficial to the miniaturization of the belt transmission mechanism.

[0035] 4、The one-way device assembly can make the motor driving unit operate asynchronously with the input shaft, and the one-way device assembly has the function of protecting the motor driving unit. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 It is a structural schematic diagram of an embodiment of the application.

[0037] Figure 2 It is an exploded view of an embodiment of the application.

[0038] Figure 3 It is a structural schematic diagram of the gearbox and the output half shaft of an embodiment of the application.

[0039] Figure 4 It is a structural schematic diagram of the gearbox of an embodiment of the application, in which the gearbox is hidden.

[0040] Figure 5 It is an exploded view of the gearbox of an embodiment of the application, in which the gearbox is hidden.

[0041] Figure 6 It is a sectional view of the gearbox of an embodiment of the application.

[0042] Figure 7 It is an exploded view of the differential gear unit of an embodiment of the application.

[0043] Figure 8 It is a partial sectional view of the gearbox, the one-way device assembly and the motor driving unit of an embodiment of the application.

[0044] Figure 9 It is a schematic diagram of an embodiment of the application.

[0045] BRIEF DESCRIPTION OF DRAWINGS

[0046] 1 - drive gear unit; 11 - input shaft; 12 - forward gear main drive gear; 121 - third sub gear; 122 - fourth sub gear; 13 - front end synchronous gear; 14 - reverse gear main drive gear; 15 - reverse shaft; 16 - first reverse driven gear; 17 - second reverse driven gear; 2 - transmission gear unit; 21 - transmission shaft; 22 - transmission input gear; 23 - rear end low speed drive gear; 24 - rear end synchronous gear; 25 - rear end high speed drive gear; 251 - first sub gear; 252 - second sub gear; 3 - differential gear unit; 31 - differential seat; 32 - half shaft gear; 321 - second shaft sleeve; 33 - planetary gear; 34 - rear end low speed driven gear; 35 - rear end high speed driven gear; 36 - output half shaft; 37 - first shaft sleeve; 4 - box; 51 - synchronous ring; 511 - positioning hole; 52 - shift fork; 53 - gear shifting shaft; 531 - limiting platform; 531 - positioning groove; 54 - mounting seat; 55 - rocker arm; 551 - clamping jaw; 56 - positioning ball; 57 - spring; 58 - positioning column; 61 - battery; 62 - motor controller; 63 - charging voltage stabilizer; 64 - igniter; 65 - ignition drive control module; 66 - speed sensor; 67 - control module; 68 - electric fuel injection valve; 69 - drive pedal; 7 - fuel drive unit; 71 - engine; 711 - rotating shaft; 72 - generator; 8 - motor drive unit; 9 - belt transmission mechanism; 91 - drive pulley; 92 - driven pulley; 93 - transmission belt; 10 - one-way clutch assembly; 101 - one-way bearing; 102 - rotating sleeve; 103 - coupling sleeve; 104 - coupling shaft. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments of the present application.

[0048] Referring to Figures 1-9 , the multifunctional hybrid power assembly can be applied to logistics transport vehicles, and can also be applied to various agricultural machines, hill climbing machines, handling machines and the like, comprising a transmission box with a box 4, a drive gear unit 1 with an input shaft 11 arranged in the box 4, a transmission gear unit 2 connected with the drive gear unit 1 and a differential gear unit 3 connected with the transmission gear unit 2, a fuel drive unit 7 and a motor drive unit 8 arranged outside the box 4 and connected with the input shaft 11 respectively, the box 4 of the transmission box of the present application is integrated with the differential gear unit 3, the traditional transmission box and the differential are integrated in the same box 4, the installation space occupied by the whole is reduced, the transmission box of the present application increases the transmission gear unit 2, which is beneficial to increase the speed, torque output range of the transmission box.

[0049] In a further aspect of the present application, as shown in Figures 4-7 The differential gear unit 3 comprises a differential seat 31, two half axle gears 32 arranged in the differential seat 31 and spaced apart left and right, two planetary gears 33 each connected with the two half axle gears 32, and a terminal low-speed driven gear 34 and a terminal high-speed driven gear 35 fixed to the differential seat 31 and spaced apart left and right and used for connecting with the transmission gear unit 2, the planetary gears 33 and the half axle gears 32 are bevel gears, in this embodiment, the module of the terminal low-speed driven gear 34, the terminal high-speed driven gear 35, the subsequent transmission input gear 22, the terminal low-speed driving gear 23, the terminal synchronous gear 24, the first sub-gear 251, the second sub-gear 252, the fourth sub-gear 122, the third sub-gear 121, the first end synchronous gear 13, the reverse driving gear 14, the first reverse driven gear 16, and the second reverse driven gear 17 are the same, the diameter of the terminal low-speed driven gear 34 is greater than the diameter of the terminal high-speed driven gear 35, the output half axle 36 fixed with the half axle gear 32 is rotatably arranged on the box body 4, that is, the output half axle 36 is arranged on both sides of the box body 4, and the two groups of output half axles 36 are connected with the two half axle gears 32 one by one, in the application of the present application, the wheels are rotatably connected to the outside of the output half axle 36, the differential seat 31 is provided with a positioning shaft, and the planetary gears 33 are rotatably arranged on the positioning shaft, in this embodiment, the number of the positioning shaft is one and located between the two groups of half axle gears 32, the transmission gear unit 2 can drive the terminal low-speed driven gear 34 or the terminal high-speed driven gear 35 to rotate respectively, when the terminal low-speed driven gear 34 drives the differential seat 31 to rotate, the output half axle 36 can realize large-torque and low-speed output, when the terminal high-speed driven gear 35 drives the differential seat 31 to rotate, the output half axle 36 can realize low-torque and high-speed output, and the application of the differential gear unit 3 can make the two groups of output half axles 36 output different rotating speeds.

[0050] In a further aspect of the present application, as shown in Figure 6 and 7As shown, the terminal low-speed driven gear 34 and the terminal high-speed driven gear 35 are both provided with a first shaft sleeve 37 extending outwardly, the box body 4 is provided with a bearing sleeved on the first shaft sleeve 37, the two half shaft gears 32 are respectively located at the inner sides of the terminal low-speed driven gear 34 and the terminal high-speed driven gear 35, the terminal low-speed driven gear 34 and the terminal high-speed driven gear 35 are respectively located at the left and right sides of the differential seat 31, the terminal low-speed driven gear 34 and the terminal high-speed driven gear 35 can be fixed on the corresponding side of the differential seat 31 through locking screws, and further, the half shaft gear 32 is provided with a second shaft sleeve 321, the second shaft sleeve 321 of the half shaft gear 32 is rotatably arranged in the first shaft sleeve 37 of the corresponding terminal low-speed driven gear 34 or terminal high-speed driven gear 35, the inner end of the output half shaft 36 is fixed in the corresponding second shaft sleeve 321 through interference fit and key groove structure, and the output half shaft 36 rotates synchronously with the corresponding half shaft gear 32, which can be understood by those skilled in the art.

[0051] In a further aspect of the present application, as shown in Figures 4-7 The transmission gear unit 2 comprises a transmission shaft 21 rotatably arranged on the box body 4, a transmission input gear 22, a terminal low-speed driving gear 23, a terminal synchronous gear 24, a terminal high-speed driving gear 25, and a terminal gear shifting assembly, the transmission input gear 22 is connected with the driving gear unit 1, the transmission input gear 22, the terminal synchronous gear 24 are fixedly connected with the transmission shaft 21 to rotate synchronously, the terminal low-speed driving gear 23 and the terminal high-speed driving gear 25 are rotatably arranged on the transmission shaft 21, the terminal low-speed driving gear 23 is connected with the terminal low-speed driven gear 34, and the terminal high-speed driving gear 25 is connected with the terminal high-speed driven gear 35.

[0052] When the terminal gear shifting assembly is connected with the terminal synchronous gear 24, the transmission gear unit 2 is in the neutral state; when the terminal gear shifting assembly is connected with the terminal synchronous gear 24 and the terminal low-speed driving gear 23 and makes them run synchronously, the transmission gear unit 2 is in the low-speed gear state, which is used to realize large torque and low-speed output of the output half shaft 36; when the terminal gear shifting assembly is connected with the terminal synchronous gear 24 and the terminal high-speed driving gear 25 and makes them run synchronously, the transmission gear unit 2 is in the high-speed gear state, which is used to realize low torque and high-speed output of the output half shaft 36, and the transmission gear unit 2 realizes the switching of gears through the terminal gear shifting assembly.

[0053] In a further aspect of the present application, as shown in Figures 4-7As shown in the figure, the driving gear unit 1 comprises an input shaft 11 rotatably arranged on the box 4, a forward gear main driving gear 12, a first end synchronous gear 13, a reverse gear main driving gear 14, a first end gear shifting assembly, a reverse shaft 15, a first reverse gear driven gear 16 and a second reverse gear driven gear 17 fixedly connected to the reverse shaft 15, the forward gear main driving gear 12 is rotatably arranged on the input shaft 11 and connected with the gear shifting input gear 22, the first end synchronous gear 13 is fixedly connected to the input shaft 11, the reverse gear main driving gear 14 is rotatably arranged on the input shaft 11 and connected with the first reverse gear driven gear 16, the second reverse gear driven gear 17 is connected with the gear shifting input gear 22;

[0054] When the first end gear shifting assembly is connected with the first end synchronous gear 13, the driving gear unit 1 is in the neutral state; when the first end gear shifting assembly is connected with the first end synchronous gear 13 and the forward gear main driving gear 12 and makes the two synchronous, the driving gear unit 1 is in the forward gear state, which is used for realizing the forward running of the vehicle; when the first end gear shifting assembly is connected with the first end synchronous gear 13 and the reverse gear main driving gear 14 and makes the two synchronous, the driving gear unit 1 is in the reverse gear state, which is used for realizing the backward running of the vehicle, and the driving gear unit 1 realizes the switching of the gear position through the first end gear shifting assembly.

[0055] In further schemes of the present application, as shown in the figure, Figures 4-6 As shown in the figure, the terminal high-speed main driving gear 25 comprises a first sub-gear 251 for cooperating with the terminal gear shifting assembly and a second sub-gear 252 coaxially fixed to the side of the first sub-gear 251 and connected with the terminal high-speed driven gear 35, the vertical section of the first sub-gear 251, the terminal synchronous gear 24 and the terminal low-speed main driving gear 23 are the same, the gear shifting input gear 22, the terminal low-speed main driving gear 23, the terminal synchronous gear 24, the first sub-gear 251 and the second sub-gear 252 are arranged in sequence along the transverse direction, the diameters of the terminal low-speed main driving gear 23, the terminal synchronous gear 24 and the first sub-gear 251 are the same, and the diameter of the second sub-gear 252 is greater than that of the first sub-gear 251 and less than that of the gear shifting input gear 22;

[0056] As shown in the figure, Figures 4-6 As shown in the figure, the forward gear main driving gear 12 comprises a third sub-gear 121 for connecting with the first end gear shifting assembly and a fourth sub-gear 122 coaxially fixed to the side of the third sub-gear 121 and connected with the gear shifting input gear 22, the vertical section of the third sub-gear 121, the first end synchronous gear 13 and the reverse gear main driving gear 14 are the same, the fourth sub-gear 122, the third sub-gear 121, the first end synchronous gear 13 and the reverse gear main driving gear 14 are arranged in sequence along the transverse direction, the diameters of the third sub-gear 121, the first end synchronous gear 13 and the reverse gear main driving gear 14 are the same, and the diameter of the fourth sub-gear 122 is greater than that of the third sub-gear 121.

[0057] In further schemes of the present application, as shown in the figure, Figures 3-5As shown, the end gear shifting assembly and the head gear shifting assembly each include a synchronizing ring 51, a shift fork 52 connected with the synchronizing ring 51, a gear shifting shaft 53 fixedly connected with the shift fork 52, a mounting seat 54 arranged on the outer side of the box body 4, a rocker arm 55 hingedly connected on the mounting seat 54 and connected with the gear shifting shaft 53 and used for driving the gear shifting shaft 53 to move laterally, in the application, the rocker arm 55 of the end gear shifting assembly and the head gear shifting assembly is connected with the gear lever structure of the vehicle, the side of the synchronizing ring 51 is provided with an annular groove, the lower part of the shift fork 52 has an arc-shaped clamping plate extending into the annular groove, so that the shift fork 52 can drive the synchronizing ring 51 to move synchronously when the shift fork 52 moves laterally and does not hinder the rotation of the synchronizing ring 51, the lateral movement of the synchronizing ring 51 realizes the switching of the gear position, the upper part of the shift fork 52 is fixedly connected on the gear shifting shaft 53, the gear shifting shaft 53 outwardly penetrates out of the box body 4 at the right side, two groups of limiting blocks 531 are arranged on the gear shifting shaft 53 at the outer side of the box body 4 and are arranged along the axial direction, the bottom of the rocker arm 55 is provided with a clamping jaw 551 sleeved on the gear shifting shaft 53 and located between the two groups of limiting blocks, and the gear shifting shaft 53 is located above the synchronizing ring 51.

[0058] The inside of the synchronizing ring 51 is provided with a positioning hole 511 penetrating through the left and right sides, the positioning hole 511 of the end gear shifting assembly is the same as the vertical section of the end synchronizing gear 24, so that the synchronizing ring 51 of the end gear shifting assembly can be matched with the first sub-gear 251, the end synchronizing gear 24 and the end low-speed driving gear 23, and the positioning hole 511 of the head gear shifting assembly is the same as the vertical section of the head synchronizing gear 13, so that the synchronizing ring 51 of the head gear shifting assembly can be matched with the third sub-gear 121, the head synchronizing gear 13 and the reverse driving gear 14, and the gear shifting assembly adopting the synchronizing ring 51 has the advantages of small overall volume, small gear shifting impact, no gear skipping, high transmission efficiency and long service life.

[0059] The gear shifting shaft 53 is provided with three positioning grooves 531 arranged along the axial direction of the gear shifting shaft 53 in sequence corresponding to the gear positions, in this embodiment, the positioning grooves 531 are located at the left side of the shift fork 52, the three positioning grooves 531 of the gear shifting shaft 53 of the end gear shifting assembly correspond to the low-speed gear state, the neutral gear state and the high-speed gear state of the speed gear unit 2 in sequence, and the three positioning grooves 531 of the gear shifting shaft 53 of the head gear shifting assembly correspond to the forward gear state, the neutral gear state and the reverse gear state of the driving gear unit 1 in sequence.

[0060] The box body 4 is provided with a positioning ball 56 corresponding to the gear shifting shaft 53, a spring 57 connected on the upper part of the positioning ball 56 and a positioning column 58 connected on the upper part of the spring 57, the positioning ball 56 is embedded in one of the positioning grooves 531, the positioning column 58 can be a bolt or a set screw, the cooperation of the positioning ball 56 and the positioning groove 531 prevents the occurrence of gear skipping, and when the gear position is switched, the positioning ball 56 is transferred from the original matched positioning groove 531 to another adjacent positioning groove 531.

[0061] When the synchronizing ring 51 of the terminal gear shifting assembly is sleeved on the terminal synchronizing gear 24, the gear shifting unit 2 is in the neutral state; the synchronizing ring 51 of the terminal gear shifting assembly is moved left from the neutral state position to be sleeved on the terminal synchronizing gear 24 and the terminal low-speed driving gear 23, so that the gear shifting unit 2 is switched to the low-speed gear state; the synchronizing ring 51 of the terminal gear shifting assembly is moved right from the neutral state position to be sleeved on the terminal synchronizing gear 24 and the first sub-gear 251 of the terminal high-speed driving gear 25, so that the gear shifting unit 2 is switched to the high-speed gear state.

[0062] When the synchronizing ring 51 of the terminal gear shifting assembly is sleeved on the terminal synchronizing gear 24, the gear shifting unit 2 is in the neutral state; the synchronizing ring 51 of the terminal gear shifting assembly is moved left from the neutral state position to be sleeved on the terminal synchronizing gear 24 and the terminal low-speed driving gear 23, so that the gear shifting unit 2 is switched to the low-speed gear state; the synchronizing ring 51 of the terminal gear shifting assembly is moved right from the neutral state position to be sleeved on the terminal synchronizing gear 24 and the first sub-gear 251 of the terminal high-speed driving gear 25, so that the gear shifting unit 2 is switched to the high-speed gear state.

[0063] In the application, the multi-stage gear transmission and the differential of the conventional gearbox are integrated in a box body 4, the gear shifting unit 1 and the gear shifting unit 2 are connected to different gear combinations through the first gear shifting assembly and the terminal gear shifting assembly with the shift fork 52 and the synchronizing ring 51, so that the forward gear, the reverse gear, the neutral gear, the low-speed gear and the high-speed gear functions are realized.

[0064] The reverse gear shaft 15 is located at the lower part of the input shaft 11; the box body 4 is provided with bearings sleeved on the input shaft 11, the reverse gear shaft 15 and the gear shifting shaft 21 on the left and right sides.

[0065] In the further scheme of the application, as shown in Figs. Figure 1 , 2 and 8, the battery 61, the fuel driving unit 7 including the engine 71 and the generator 72, the engine 71 can adopt a gasoline engine or a diesel engine, the motor driving unit 8 can adopt an alternating current motor or a direct current motor, the output end of the engine 71 is connected with the first end of the input shaft 11 through the belt transmission mechanism 9, the input end of the generator 72 is connected with the output end of the engine 71, the output end of the generator 72 is electrically connected with the battery 61 and is used for charging the battery 61, the battery 61 is electrically connected with the motor driving unit 8 and supplies power to the motor driving unit 8, the gearbox has three driving modes, the first mode is that the motor driving unit 8 drives the gearbox input shaft 11 to run alone; the second mode is that the engine 71 and the motor driving unit 8 drive the gearbox input shaft 11 to run simultaneously; the third mode is that the engine 71 drives the gearbox input shaft 11 to run alone and charges the battery 61 through the generator 72 at the same time;

[0066] The output end of the motor driving unit 8 is connected with the second end of the input shaft 11, and the belt transmission mechanism 9 and the motor driving unit 8 are respectively located at the two ends of the input shaft 11. The power of the engine 71 and the motor driving unit 8 is respectively connected with the two ends of the same input shaft 11, and two different input shafts are not needed to be arranged on the gearbox, which is beneficial to save the internal space of the gearbox 4. The motor driving unit 8 does not need to pass through the belt transmission mechanism 9, and the belt transmission mechanism 9 does not need to increase the length and height dimensions to avoid the motor driving unit 8, which is beneficial to the miniaturization of the belt transmission mechanism 9.

[0067] In a further aspect of the present application, as shown in Figure 2 and 8 The output end of the motor driving unit 8 is connected with the second end of the input shaft 11, and the belt transmission mechanism 9 and the motor driving unit 8 are respectively located at the two ends of the input shaft 11. The power of the engine 71 and the motor driving unit 8 is respectively connected with the two ends of the same input shaft 11, and two different input shafts are not needed to be arranged on the gearbox, which is beneficial to save the internal space of the gearbox 4. The motor driving unit 8 does not need to pass through the belt transmission mechanism 9, and the belt transmission mechanism 9 does not need to increase the length and height dimensions to avoid the motor driving unit 8, which is beneficial to the miniaturization of the belt transmission mechanism 9.

[0068] The one-way clutch assembly 10 comprises a one-way bearing 101, a rotating sleeve 102 sleeved outside the one-way bearing 101 and fixedly connected with the outer ring of the one-way bearing 101, a connecting sleeve 103 with two ends fixedly connected with the second end of the input shaft 11 and the inner ring of the one-way bearing 101 respectively, and a connecting shaft 104 with two ends fixedly connected with the rotating sleeve 102 and the output end of the motor driving unit 8 respectively, as shown in Figure 2 and 8 The rotating sleeve 102 comprises a first column portion opposite to the connecting sleeve 103 and a second column portion connected to the inner side of the first column portion, and the two ends of the connecting shaft 104 are both spline portions, and the first column portion and the output end of the motor driving unit 8 are both provided with spline grooves matched with the corresponding spline portions, and the second column portion is provided with a first mounting groove for embedding the one-way bearing 101, and the outer ring of the one-way bearing 101 and the inner side of the first mounting groove are fixedly connected through a key and a key groove structure; the connecting sleeve 103 comprises a third column portion and a fourth column portion connected to the inner side of the third column portion, the third column portion is inserted into the inner ring of the one-way bearing 101, the third column portion is fixedly connected with the inner ring of the one-way bearing 101 through a key and a key groove structure, and the fourth column portion is provided with a second mounting groove for inserting the second end of the input shaft 11, and the inner side of the second mounting groove is fixedly connected with the input shaft 11 through a key and a key groove structure, and the gearbox 4 is provided with a bearing sleeved outside the connecting sleeve 103, specifically, the fourth column portion of the connecting sleeve 103 is sleeved with a bearing (the bearing is located outside the right side of the input shaft 11).

[0069] In a further embodiment of the present invention, the engine 71 has a rotating shaft 711 extending from both sides of the engine 71. The belt drive mechanism 9 is connected to the first end of the rotating shaft 711, and the input end of the generator 72 is connected to the second end of the rotating shaft 711. The generator 72 and the electric motor drive unit 8 are located on the same side, that is, the belt drive mechanism 9 and the electric motor drive unit 8 are located on both sides of the engine 71 and the housing 4, respectively. The electric motor drive unit 8 does not need to pass through the belt drive mechanism 9, and the belt drive mechanism 9 does not need to increase its length and height to avoid the electric motor drive unit 8, which is beneficial to the miniaturization of the belt drive mechanism 9.

[0070] The belt drive mechanism 9 includes a driving pulley 91 connected to the first end of the rotating shaft 711, a driven pulley 92 connected to the first end of the input shaft 11, and a drive belt 93 connecting the driving pulley 91 and the driven pulley 92. The belt drive mechanism 9 can be a CVT type belt drive mechanism.

[0071] like Figure 1 and 2 As shown, in this embodiment, the engine 71 and the generator 72 are located at the front of the housing 4;

[0072] A motor controller 62 is electrically connected between the battery 61 and the motor drive unit 8, and a charging voltage regulator 63 is provided between the battery 61 and the generator 72; an igniter 64 is provided on the engine 71, and an ignition drive control module 65 is electrically connected between the battery 61 and the igniter 64; a speed sensor 66 is provided on the housing 4, and a control module 67 is electrically connected between the motor controller 62 and the speed sensor 66; the control module 67 is electrically connected to the battery 61, the engine 71 and the generator 72 respectively; the detection end of the speed sensor 66 is opposite to one of the output half-shafts 36 and is used to detect the rotational speed of the output half-shaft 36.

[0073] The control module 67 is equipped with a communication component, which is at least one of the following: Beidou communication component, Bluetooth communication component, GPS communication component, and USB communication component.

[0074] When the communication component adopts either the Beidou communication component or the GPS communication component, the communication component can transmit data such as the vehicle's real-time location, vehicle speed, and battery status to the user's mobile communication device (such as a mobile phone or tablet) APP and the manufacturer's back-end database, making it convenient for users and manufacturers to monitor the vehicle's status.

[0075] When the communication component is one of a Bluetooth communication component and a USB communication component (the USB communication component is connected to a user's mobile communication device through a data line), the communication component can transmit data such as the running speed of the vehicle and the state of the battery to an APP in the user's mobile communication device (such as a mobile phone or a tablet computer), which is suitable for the vehicle to be used in an area where the mobile network signal is poor. The data is transmitted to the APP in the user's mobile communication device through the communication component, so that the user can monitor the condition of the vehicle. When the user's mobile communication device goes to an area where the mobile network signal is good, the data in the APP of the mobile communication device is transmitted to the background database of the manufacturer.

[0076] The control module 67 is preprogrammed to preferentially use the motor driving unit 8 to drive (the engine 71 does not work) when the battery 61 has sufficient power (for example, when the battery 61 has more than 40% of the power, it is considered to have sufficient power); when working normally, the high gear is used, and when bearing a large load (for example, when climbing a slope), the low gear is used to output a large torque and reduce the burden on the motor driving unit 8.

[0077] When the battery 61 has a certain set value of power (for example, when the battery 61 has less than 40% of the power, it is considered to have insufficient power), the control module 65 detects the power of the battery 61 and displays the power to the user through the display screen of the vehicle. The engine 71 is started and works through manual switching (for example, through the keys on the operation table of the vehicle) or automatic switching. On the one hand, the belt transmission mechanism 9 drives the gearbox to work, and on the other hand, the generator 72 drives the battery 61 to charge. Compared with the traditional vehicle which simply uses the engine to drive, the engine has the problems of insufficient combustion inside the engine during the starting process and low energy utilization rate. Compared with the vehicle which simply uses the battery to drive, the battery cannot be used for long-distance driving and is not durable. The cooperation of the engine 71, the generator 72 and the motor driving unit 8 in the present application is conducive to efficient use of energy and does not simply rely on the power of the battery 61 for driving, which is conducive to increasing the service life of the battery 61. The vehicle can maintain long-distance endurance through refueling, and the battery 61 can use a low capacity specification to reduce the cost of the battery 61.

[0078] In this embodiment, the speed sensor 66 is located on one side of the rear part of the box body 4. The ignition driving control module 65, the battery 61, the motor controller 62 and the control module 67 are arranged in sequence from front to back and located above the fuel driving unit 7 and the motor driving unit 8. The charging stabilizer 63 is located between the battery 61 and the engine 71. The engine 71 is provided with an electric fuel injection valve 68, and the electric fuel injection valve 68 is electrically connected with a driving pedal 69. The electric fuel injection valve 68, the driving pedal 69 and the control module 67 are electrically connected.

[0079] The operation principle of the multifunctional hybrid power assembly is as follows:

[0080] The battery 61 is powered on, and the drive pedal is stepped on, the motor controller 62 controls the motor drive unit 8 to rotate, and the power is input to the input shaft 11 of the drive gear unit 1 through the one-way clutch assembly 10;

[0081] The shift shaft 53 is pushed transversely by the rocker arm 55 of the front end gear shifting assembly, so that the shift fork 52 moves transversely to drive the synchronous ring 51 to move synchronously, and the transverse movement of the synchronous ring 51 realizes the switching of the forward gear state, the neutral state and the reverse gear state;

[0082] The shift shaft 53 is pushed transversely by the rocker arm 55 of the end gear shifting assembly, so that the shift fork 52 moves transversely to drive the synchronous ring 51 to move synchronously, and the transverse movement of the synchronous ring 51 realizes the switching of the low speed gear state, the neutral state and the high speed gear state;

[0083] When the wheels on both sides of the vehicle are out of synchronization during turning, the planetary gear 33 in the differential rotates to enable the left and right output half shafts 36 to operate at different speeds, thereby solving the problem of differential locking when the wheels turn;

[0084] When the battery 61 is in a state of insufficient power or the speed of the engine 71 is required to be greater than that of the motor drive unit 8, the speed sensor 66 feeds back a signal to the control module 67, the control module 67 starts the engine 71 through the ignition 64 and controls the adjustment of its speed, the engine 71 inputs power to the input shaft 11 of the drive gear unit 1 through the belt transmission mechanism 9, when the speed of the engine 71 is greater than that of the motor drive unit 8, the motor drive unit 8 is disconnected through the one-way clutch assembly 10, thereby protecting the motor drive unit 8, and the engine 71 drives the generator 72 to operate and charges the battery 61 through the charging stabilizer 63.

[0085] The above is the preferred scheme of the present application, which shows and describes the basic principles, main features and advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above-mentioned embodiments, and the above-mentioned embodiments and descriptions in the specification are only to illustrate the principles of the present application, and various changes and improvements can be made without departing from the spirit and scope of the present application, and these changes and improvements all fall within the scope of the present application, and the scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. A multi-function hybrid powertrain, characterized by, The transmission comprises a transmission case (4), a drive gear unit (1) with an input shaft (11) arranged in the transmission case (4), a transmission gear unit (2) connected with the drive gear unit (1), a differential gear unit (3) connected with the transmission gear unit (2), a fuel drive unit (7) and an electric motor drive unit (8) arranged outside the transmission case (4) and connected with the input shaft (11) respectively. The transmission gear unit (2) comprises a transmission shaft (21) rotatably arranged on the transmission case (4), a transmission input gear (22), a terminal low-speed driving gear (23), a terminal synchronous gear (24), a terminal high-speed driving gear (25) and a terminal gear shifting assembly, the transmission input gear (22) is connected with the drive gear unit (1), the transmission input gear (22) and the terminal synchronous gear (24) are fixedly connected with the transmission shaft (21), the terminal low-speed driving gear (23) and the terminal high-speed driving gear (25) are rotatably arranged on the transmission shaft (21), the terminal low-speed driving gear (23) is connected with the terminal low-speed driven gear (34), and the terminal high-speed driving gear (25) is connected with the terminal high-speed driven gear (35). The drive gear unit (1) comprises the input shaft (11) rotatably arranged on the transmission case (4), a forward gear driving gear (12), a first terminal synchronous gear (13), a reverse gear driving gear (14), a first terminal gear shifting assembly, a reverse shaft (15), a first reverse gear driven gear (16) and a second reverse gear driven gear (17) fixedly connected with the reverse shaft (15), the forward gear driving gear (12) is rotatably arranged on the input shaft (11) and connected with the transmission input gear (22), the first terminal synchronous gear (13) is fixedly connected with the input shaft (11), the reverse gear driving gear (14) is rotatably arranged on the input shaft (11) and connected with the first reverse gear driven gear (16), and the second reverse gear driven gear (17) is connected with the transmission input gear (22). The fuel drive unit (7) comprises an engine (71) and a generator (72), an output end of the engine (71) is connected with a first end of the input shaft (11) through a belt transmission mechanism (9), an input end of the generator (72) is connected with an output end of the engine (71), the engine (71) has a rotating shaft (711) extending from both sides of the engine (71), the belt transmission mechanism (9) is connected with a first end of the rotating shaft (711), and an input end of the generator (72) is connected with a second end of the rotating shaft (711).

2. The multi-functional hybrid assembly of claim 1, wherein, An output half shaft (36) fixedly connected with the half shaft gear (32) is rotatably arranged on the transmission case (4), and the differential seat (31) is provided with a positioning shaft, and the planetary gear (33) is rotatably arranged on the positioning shaft.

3. The multi-function hybrid power assembly of claim 2, wherein, The first shaft sleeve (37) extends outwardly from the terminal low-speed driven gear (34) and the terminal high-speed driven gear (35), the box (4) is internally provided with a bearing sleeved on the first shaft sleeve (37), the two half shaft gears (32) are respectively located at the inner sides of the terminal low-speed driven gear (34) and the terminal high-speed driven gear (35), the terminal low-speed driven gear (34) and the terminal high-speed driven gear (35) are respectively located at the left and right sides of the differential seat (31), the second shaft sleeve (321) is arranged on the half shaft gear (32), and the second shaft sleeve (321) of the half shaft gear (32) is rotatably arranged in the first shaft sleeve (37) corresponding to the terminal low-speed driven gear (34) or the terminal high-speed driven gear (35).

4. The multi-function hybrid power assembly of claim 2, wherein, When the terminal gear shifting assembly is connected with the terminal synchronous gear (24), the transmission gear unit (2) is in the neutral state; when the terminal gear shifting assembly is connected with the terminal synchronous gear (24) and the terminal low-speed driving gear (23) and makes the two synchronous, the transmission gear unit (2) is in the low-speed gear state; when the terminal gear shifting assembly is connected with the terminal synchronous gear (24) and the terminal high-speed driving gear (25) and makes the two synchronous, the transmission gear unit (2) is in the high-speed gear state.

5. The multi-function hybrid power assembly of claim 4, wherein, When the terminal gear shifting assembly is connected with the terminal synchronous gear (24), the transmission gear unit (2) is in the neutral state; when the terminal gear shifting assembly is connected with the terminal synchronous gear (24) and the terminal low-speed driving gear (23) and makes the two synchronous, the transmission gear unit (2) is in the low-speed gear state; when the terminal gear shifting assembly is connected with the terminal synchronous gear (24) and the terminal high-speed driving gear (25) and makes the two synchronous, the transmission gear unit (2) is in the high-speed gear state.

6. The multi-function hybrid power assembly of claim 5, wherein, The terminal high-speed driving gear (25) comprises a first sub-gear (251) for cooperating with the terminal gear shifting assembly and a second sub-gear (252) coaxially and fixedly connected to the side of the first sub-gear (251) and connected with the terminal high-speed driven gear (35), the vertical sections of the first sub-gear (251), the terminal synchronous gear (24) and the terminal low-speed driving gear (23) are the same, and the transmission input gear (22), the terminal low-speed driving gear (23), the terminal synchronous gear (24), the first sub-gear (251) and the second sub-gear (252) are arranged in sequence in the transverse direction; The forward gear driving gear (12) comprises a third sub-gear (121) for connecting with the terminal gear shifting assembly and a fourth sub-gear (122) coaxially and fixedly connected to the side of the third sub-gear (121) and connected with the transmission input gear (22), the vertical sections of the third sub-gear (121), the terminal synchronous gear (24) and the terminal low-speed driving gear (23) are the same, and the fourth sub-gear (122), the third sub-gear (121), the terminal synchronous gear (24) and the terminal low-speed driving gear (23) are arranged in sequence in the transverse direction.

7. The multi-function hybrid power assembly of claim 5, wherein, The end gear shifting assembly and the head gear shifting assembly each comprise a synchronizer ring (51), a shift fork (52) connected with the synchronizer ring (51), a gear shifting shaft (53) fixedly connected with the shift fork (52), a mounting seat (54) arranged on the outer side of the box body (4), a rocker arm (55) hingedly arranged on the mounting seat (54) and connected with the gear shifting shaft (53) and used for driving the gear shifting shaft (53) to move laterally, three positioning grooves (531) arranged in sequence along the axial direction of the gear shifting shaft (53) on the gear shifting shaft (53) corresponding to the gear shifting state, a positioning ball (56) arranged on the box body (4) corresponding to the gear shifting shaft (53), a spring (57) connected with the upper portion of the positioning ball (56) and a positioning column (58) connected with the upper portion of the spring (57), and the positioning ball (56) is embedded in one of the positioning grooves (531); The synchronizer ring (51) of the end gear shifting assembly is used for sleeving on the end synchronizer gear (24) or the end synchronizer gear (24) and the end low-speed driving gear (23) or the end synchronizer gear (24) and the end high-speed driving gear (25); the synchronizer ring (51) of the head gear shifting assembly is used for sleeving on the head synchronizer gear (13) or the head synchronizer gear (13) and the forward gear driving gear (12) or the head synchronizer gear (13) and the reverse gear driving gear (14); The reverse gear shaft (15) is located at the lower portion of the input shaft (11); the left and right sides of the box body (4) are each provided with a bearing sleeving on the input shaft (11), the reverse gear shaft (15) and the gear shifting shaft (21).

8. The multi-functional hybrid assembly of claim 1, wherein, The output end of the generator (72) is electrically connected with the storage battery (61) and is used for charging the storage battery (61); the storage battery (61) is electrically connected with the motor driving unit (8) and supplies power to the motor driving unit (8); the output end of the motor driving unit (8) is connected with the second end of the input shaft (11).

9. The multi-functional hybrid assembly of claim 8, wherein, A one-way component (10) is arranged between the output end of the motor driving unit (8) and the second end of the input shaft (11); the one-way component (10) comprises a one-way bearing (101), a rotating sleeve (102) sleeving on the outer side of the one-way bearing (101) and fixedly connected with the outer ring of the one-way bearing (101), a connecting sleeve (103) having two ends fixedly connected with the second end of the input shaft (11) and the inner ring of the one-way bearing (101) respectively, and a connecting shaft (104) having two ends fixedly connected with the rotating sleeve (102) and the output end of the motor driving unit (8) respectively; a bearing is arranged in the box body (4) and sleeves on the outer side of the connecting sleeve (103).

10. The multi-function hybrid power assembly of claim 8, wherein, The generator (72) and the motor driving unit (8) are located on the same side; The belt transmission mechanism (9) comprises a driving pulley (91) connected with the first end of the rotating shaft (711), a driven pulley (92) connected with the first end of the input shaft (11) and a transmission belt (93) connecting the driving pulley (91) and the driven pulley (92); The engine (71) and the generator (72) are located at the front portion of the box body (4). The battery (61) and the motor drive unit (8) are electrically connected with a motor controller (62), the battery (61) and the generator (72) are electrically connected with a charging voltage stabilizer (63); the engine (71) is provided with an igniter (64), the battery (61) and the igniter (64) are electrically connected with an ignition drive control module (65), the box body (4) is provided with a speed sensor (66), the motor controller (62) and the speed sensor (66) are electrically connected with a control module (67), the control module (67) is electrically connected with the battery (61), the engine (71) and the generator (72) respectively, the engine (71) is provided with an electric fuel injection valve (68), the electric fuel injection valve (68) is electrically connected with a drive pedal (69), the electric fuel injection valve (68), the drive pedal (69) and the control module (67) are electrically connected; The control module (67) is provided with a communication component, and the communication component is at least one of a Beidou communication component, a Bluetooth communication component, a GPS communication component and a USB communication component.

Images