All-terrain vehicle and power plant therefor

Abstract

This application relates to the field of vehicle technology and discloses an all-terrain vehicle and its power unit. The all-terrain vehicle includes a frame, body panels, a running gear system, and a power unit. The power unit includes an engine, a generator, a drive motor, and a gearbox. The gearbox includes a housing, an input shaft, and a transfer shaft. Both the input shaft and the transfer shaft are rotatably mounted on the housing. The engine and generator are driven through the input shaft, which is also driven through the transfer shaft. The drive motor is driven through the transfer shaft, and both ends of the transfer shaft are driven through the running gear system. The power unit also includes a power battery, which is electrically connected to the drive motor and the generator. The power battery supplies power to the drive motor, and the generator and drive motor can charge the power battery. This application eliminates the need for a separate drive motor to drive the rear or front wheels, thus reducing the cost of the power unit.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an all-terrain vehicle and its power unit. Background Technology

[0002] Based on the different power units, vehicles can generally be divided into gasoline vehicles, pure electric vehicles, and hybrid vehicles. Since hybrid vehicles have lower fuel consumption than gasoline vehicles and faster refueling methods than pure electric vehicles, they are more favored by the market.

[0003] Currently, four-wheel drive passenger vehicles generally use a hybrid system plus an independent drive motor as their power unit. One of the hybrid system and the drive motor is used to drive the front wheels of the passenger vehicle, while the other is used to drive the rear wheels.

[0004] However, for all-terrain vehicles that also require four-wheel drive, using the existing hybrid mechanism plus independent drive motor structure as the power unit will result in higher costs for the power unit of the all-terrain vehicle, thus leading to higher costs for hybrid all-terrain vehicles, which is not conducive to the promotion of hybrid all-terrain vehicles. Summary of the Invention

[0005] In view of this, this application provides an all-terrain vehicle and its power unit, which has a low cost.

[0006] This application provides an all-terrain vehicle, which includes a frame, body panels, a running gear system, and a power unit. The body panels at least partially cover the frame; the running gear system includes front wheels and rear wheels, both of which are located under the frame; the power unit is at least partially supported by the frame and is driven by the front and rear wheels. The power unit includes an engine, a generator, a drive motor, and a gearbox. The gearbox includes a housing, an input shaft, and a transfer shaft. The input shaft and transfer shaft are rotatably mounted in the housing. The engine and generator are driven by the input shaft, which is also driven by the transfer shaft. The drive motor is driven by the transfer shaft, and the two ends of the transfer shaft are driven by the front and rear wheels, respectively. The power unit also includes a power battery, which is electrically connected to the drive motor and the generator. The power battery supplies power to the drive motor, and the generator charges the power battery. When the all-terrain vehicle is in energy recovery mode, the drive motor can charge the power battery.

[0007] In some embodiments of this application, the gearbox further includes a transmission mechanism, which comprises an output shaft, an input bevel gear, and an output bevel gear. The output shaft is rotatably mounted on the housing and is drively connected to the input shaft. The axial direction of the transfer shaft intersects the axial direction of the output shaft. The input bevel gear is connected to the output shaft, and the output bevel gear is connected to the transfer shaft. The input bevel gear meshes with the output bevel gear. The number of teeth on the input bevel gear is less than the number of teeth on the output bevel gear.

[0008] In some embodiments of this application, the gearbox further includes a transmission mechanism, which includes a coupling component that drivesly connects the input shaft and the transfer shaft. The coupling component has a decoupled state and a coupled state that can be switched between each other. When the coupling component is in the decoupled state, the drive connection between the input shaft and the transfer shaft is disconnected. When the coupling component is in the coupled state, the drive connection between the input shaft and the transfer shaft is maintained.

[0009] In some embodiments of this application, when the coupling components are in a decoupled state, and the engine is stopped and the power motor drives the transfer shaft to rotate, the all-terrain vehicle is in a pure electric drive mode. When the coupling components are in a decoupled state, and the engine drives the generator to generate electricity and the power motor drives the transfer shaft to rotate, the all-terrain vehicle is in a series drive mode.

[0010] In some embodiments of this application, when the coupling assembly is in a coupled state and both the engine and the drive motor are running to jointly drive the transfer shaft to rotate, the all-terrain vehicle is in a parallel drive mode. When the coupling assembly is in a coupled state and the engine drives the transfer shaft to rotate and causes the main shaft of the drive motor to rotate accordingly, the all-terrain vehicle is in a direct drive mode.

[0011] In some embodiments of this application, when the coupling components are in a decoupled state and the front wheels and / or rear wheels drive the power motor to generate electricity through the transfer axle, the all-terrain vehicle is in an energy recovery mode.

[0012] In some embodiments of this application, the gearbox further includes a transmission mechanism, which comprises a connecting shaft, a connecting gear, an output shaft, an output gear, and a drive gear. Both the connecting shaft and the output shaft are rotatably mounted on the housing. The connecting shaft is drively connected to the input shaft, and the output shaft is drively connected to the transfer shaft. The connecting gear is connected to the connecting shaft, the drive gear is connected to the main shaft of the power motor, and the output gear is connected to the output shaft. Both the connecting gear and the drive gear mesh with the output gear. The number of teeth on both the connecting gear and the drive gear is less than the number of teeth on the output gear.

[0013] In some embodiments of this application, the all-terrain vehicle further includes a front axle assembly, a rear axle assembly, and a mode switching assembly. The front and rear axle assemblies are mounted on the vehicle frame, with the front wheels connected to the front axle assembly and the rear wheels connected to the rear axle assembly. One end of the transfer case is drivenly connected to one of the front and rear axle assemblies via the mode switching assembly, while the other end of the transfer case is drivenly connected to the end of the transfer case away from the mode switching assembly. The mode switching assembly has an engaged state and a disengaged state that can be switched between each other. When the mode switching assembly is in the engaged state, the front or rear axle assembly connected to the mode switching assembly maintains a drive connection with the transfer case. When the mode switching assembly is in the disengaged state, the drive connection between the front or rear axle assembly connected to the mode switching assembly and the transfer case is broken.

[0014] In some embodiments of this application, the generator's main shaft, the engine's crankshaft, and the input shaft are coaxially arranged.

[0015] Embodiments of this application also provide a power unit, which includes an engine, a gearbox, a generator, a drive motor, and a power battery. The gearbox includes a housing, an input shaft, and a transfer shaft, both of which are rotatably mounted on the housing. The generator is drive-connected to the engine, the engine is drive-connected to the input shaft, the input shaft is drive-connected to the transfer shaft, and the drive motor is drive-connected to the transfer shaft. The power battery is electrically connected to the drive motor and the generator, supplying power to the drive motor, and both the generator and the drive motor can charge the power battery.

[0016] The all-terrain vehicle provided in this application has two ends of the transfer shaft of its power unit used to output torque to the front and rear wheels of the all-terrain vehicle to achieve four-wheel drive. This eliminates the need for a separate drive motor to drive the front or rear wheels, thus saving the cost of the power unit and reducing the cost of the all-terrain vehicle, which facilitates its promotion. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of an all-terrain vehicle provided in one embodiment of this application; Figure 2 This is a schematic diagram of the power transmission structure of an all-terrain vehicle provided in an embodiment of this application; Figure 3 yes Figure 2 A schematic diagram of the provided power unit; Figure 4 This is a schematic diagram of the power device provided in another embodiment of this application; Figure 5 yes Figure 3 The power output path diagram of the provided power unit in pure electric drive mode; Figure 6 yes Figure 3 The provided power output path diagram of the power unit in series drive mode; Figure 7 yes Figure 3 The power output path diagram of the provided power unit in parallel drive mode; Figure 8 yes Figure 3 The power output path diagram of the provided power unit in direct drive mode; Figure 9 yes Figure 3 The provided power output path diagram of the power unit in energy recovery mode. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0020] The term “or / and” as used herein includes any and all combinations of one or more of the related listed items.

[0021] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0022] Reference Figure 1 and Figure 2 An all-terrain vehicle 100 includes a frame 11, body panels 12, a running gear 13, and a power unit 200.

[0023] The body panel 12 at least partially covers the outer periphery of the frame 11 and is connected to the frame 11 to form the body structure of the all-terrain vehicle 100.

[0024] The walking system 13 includes a front wheel 131 and a rear wheel 132, both of which are located below the frame 11. There are two front wheels 131 and two rear wheels 132, with the two front wheels 131 rotatably mounted at the front end of the frame 11 and the two rear wheels 132 rotatably mounted at the rear end of the frame 11.

[0025] The all-terrain vehicle 100 also includes a front axle assembly 14 and a rear axle assembly 15. The front axle assembly 14 includes a front differential 141 and two front half-shafts 142, and the rear axle assembly 15 includes a rear differential 151 and two rear half-shafts 152. The front differential 141 and the rear differential 151 are respectively connected to the frame 11. Each front half-shaft 142 corresponds to a front wheel 131, and both ends of each front half-shaft 142 are respectively driven to the corresponding front wheel 131 and the front differential 141; each rear half-shaft 152 corresponds to a rear wheel 132, and both ends of each rear half-shaft 152 are respectively driven to the corresponding rear wheel 132 and the rear differential 151.

[0026] The power unit 200 is at least partially supported by the frame 11, and the power unit 200 is drive-connected to the front differential 141 and the rear differential 151. The torque of the power unit 200 is transmitted to the front differential 141 and the rear differential 151, causing the front half-shaft 142 and the rear half-shaft 152 to rotate, thereby causing the front wheel 131 and the rear wheel 132 to rotate, so as to move the all-terrain vehicle 100.

[0027] Reference Figure 2 In some embodiments, the power unit 200 includes an engine 21, a generator 22, a drive motor 23, and a gearbox 24. The gearbox 24 includes a housing (not shown), an input shaft 241, and a transfer shaft 242.

[0028] In some embodiments, the cylinder block of the engine 21 is mounted on the frame 11, and the housing of the gearbox 24 is fixedly connected to the cylinder block of the engine 21 by bolts, so that the housing is connected to the frame 11. In other embodiments, the housing and the cylinder block of the engine 21 may be connected to the frame 11 by bolts respectively.

[0029] In some embodiments, the input shaft 241 and the transfer shaft 242 are both rotatably mounted on the housing, and the generator 22 and the power motor 23 are both fixedly mounted on the housing. The main shaft of the generator 22 is drivenly connected to the input shaft 241, and the crankshaft of the engine 21 is drivenly connected to the input shaft 241. The gearbox 24 also includes a transmission mechanism 243, which drivesly connects the input shaft 241 to the transfer shaft 242 and drivesly connects the main shaft of the power motor 23 to the transfer shaft 242.

[0030] In some embodiments, the engine 21 and the generator 22 are respectively located at both ends of the input shaft 241, and the crankshaft of the engine 21 and the main shaft of the generator 22 are both coaxially and fixedly connected to the input shaft 241. The coaxial arrangement of the main shaft of the generator 22, the crankshaft of the engine 21, and the input shaft 241 can reduce the size of the power unit 200. In other embodiments, the crankshaft of the engine 21 and the input shaft 241, and the main shaft of the generator 22 and the input shaft 241, can also be connected by gear transmission or belt transmission.

[0031] In some embodiments, the power unit 200 further includes a power battery 25, which is electrically connected to the power motor 23 and the generator 22. The generator 22 is used to charge the power battery 25, and the power battery 25 is used to supply power to the power motor 23.

[0032] In some embodiments, the power unit 200 further includes a charge / discharge control unit 26. Exemplarily, the charge / discharge control unit 26 is a high-voltage power distribution unit, and the power battery 25, generator 22, and motor 23 are all connected to the charge / discharge control unit 26, such that the generator 22 and motor 23 are both electrically connected to the power battery 25. The charge / discharge control unit 26 controls the charging and discharging of the power battery 25, enabling the power battery 25 to supply power to the generator 22 and motor 23, and the generator 22 and motor 23 to charge the power battery 25. In other embodiments, the charge / discharge control unit 26 may also be other control devices capable of controlling the charging and discharging of the power battery 25. In still other embodiments, the power battery 25 may have its own structure for controlling charging and discharging.

[0033] When the power battery 25 supplies power to the generator 22, the main shaft of the generator 22 rotates, causing the input shaft 241 to rotate, which in turn causes the crankshaft of the engine 21 to rotate, thus starting the engine 21. After the engine 21 starts, it can drive the input shaft 241 to rotate, and the input shaft 241 drives the transfer shaft 242 to rotate through the transmission mechanism 243. In some embodiments, the engine 21 may be equipped with a separate starter motor, which is used to start the engine 21, while the generator 22 is only used to generate electricity.

[0034] When the power battery 25 supplies power to the power motor 23, the power motor 23 transmits power to the transfer shaft 242 through the transmission mechanism 243 to drive the transfer shaft 242 to rotate.

[0035] In some embodiments, the two ends of the transfer shaft 242 are respectively driven to the front wheel 131 and the rear wheel 132 for driving the front wheel 131 and the rear wheel 132 to rotate. In some embodiments, both ends of the transfer shaft 242 extend to the outside of the housing, and one end of the transfer shaft 242 is driven to the front differential 141, and the other end of the transfer shaft 242 is driven to the rear differential 151. When the transfer shaft 242 rotates, the front differential 141 drives the front half-shaft 142 to rotate, and the rear differential 151 drives the rear half-shaft 152 to rotate, thereby causing both the front wheel 131 and the rear wheel 132 to rotate. Compared with a conventional hybrid power unit 200, this power unit 200 eliminates the need for a drive motor to drive the rear wheel 132 or the front wheel 131 separately, achieving cost savings.

[0036] In some embodiments, both the generator 22 and the drive motor 23 can charge the power battery 25. When the engine 21 drives the input shaft 241 to rotate, the input shaft 241 drives the main shaft of the generator 22 to rotate, thereby enabling the generator 22 to generate electricity and charge the power battery 25. It is understood that the electricity generated by the generator 22 can also be used to drive the drive motor 23. For example, when the power battery 25 has sufficient charge, the electricity generated by the generator 22 is no longer transmitted to the power battery 25, but is transmitted to the drive motor 23.

[0037] During the movement of the all-terrain vehicle 100, when the transmission mechanism 243 disconnects the connection between the input shaft 241 and the transfer shaft 242, and the power battery 25 and the generator 22 stop supplying power to the power motor 23, the transfer shaft 242 can drive the main shaft of the power motor 23 to continue rotating through the transmission mechanism 243, thereby enabling the power motor 23 to generate electricity and charge the power battery 25.

[0038] In some embodiments, the all-terrain vehicle 100 further includes a mode switching assembly 16, which is drivenly connected to one of the front axle assembly 14 and the rear axle assembly 15, and the other of the front axle assembly 14 and the rear axle assembly 15 is drivenly connected to the end of the transfer shaft 242 away from the mode switching assembly 16.

[0039] For example, the mode switching component 16 is located between the front axle assembly 14 and the transfer shaft 242, and the mode switching component 16 is drive-connected to the transfer shaft 242 and the front differential 141. The mode switching component 16 has an engaged state and a disengaged state, and the engaged state and the disengaged state can be switched between each other. When the mode switching component 16 is in the engaged state, the front differential 141 and the transfer shaft 242 maintain a drive-connected state, so that the transfer shaft 242 can transmit power to the front wheel 131 in sequence through the mode switching component 16, the front differential 141, and the front half shaft 142 to drive the front wheel 131 to rotate; it can be understood that the all-terrain vehicle 100 is in four-wheel drive mode at this time. When the mode switching component 16 is in the disengaged state, the transmission connection between the front differential 141 and the transfer shaft 242 is disconnected, so that the transmission connection between the transfer shaft 242 and the front differential 141 is disconnected, and the transfer shaft 242 cannot transmit power to the front wheel 131; it can be understood that the all-terrain vehicle 100 is in two-wheel drive mode at this time.

[0040] In some embodiments, the mode switching component 16 is a clutch. In other embodiments, the mode switching component 16 may also be a spline sleeve, a gearbox with a neutral gear, or other device with power engagement and disengagement functions.

[0041] In some other embodiments, the mode switching component 16 may be omitted, and the corresponding all-terrain vehicle 100 will not have a driving mode switching function and will always maintain the four-wheel drive driving mode.

[0042] Reference Figure 3 In some embodiments, the transmission mechanism 243 includes an output shaft 2431, an input bevel gear 2432, and an output bevel gear 2433. The output shaft 2431 is rotatably mounted on the housing and is drively connected to the input shaft 241. The axial direction of the transfer shaft 242 intersects the axial direction of the output shaft 2431. The input bevel gear 2432 is connected to the output shaft 2431, and the output bevel gear 2433 is connected to the transfer shaft 242. The input bevel gear 2432 meshes with the output bevel gear 2433. In some embodiments, the number of teeth on the input bevel gear 2432 is less than the number of teeth on the output bevel gear 2433.

[0043] In some embodiments, the axial direction of the transfer shaft 242 is perpendicular to the axial direction of the output shaft 2431. In some embodiments, the axial direction of the output shaft 2431 is parallel to the axial direction of the input shaft 241. In some embodiments, the axial direction of the main shaft of the generator 22 is parallel to the axial direction of the output shaft 2431.

[0044] By aligning the axial direction of the transfer shaft 242 with the axial direction of the input shaft 241, the space occupied by the power unit 200 can be reduced, thus facilitating its installation and application. Simultaneously, by making the number of teeth on the input bevel gear 2432 less than the number of teeth on the output bevel gear 2433, the output torque of the transfer shaft 242 can be increased, thereby providing greater power to the all-terrain vehicle 100 equipped with this power unit 200.

[0045] In some embodiments, the transmission mechanism 243 further includes a connecting shaft 2434, a connecting gear 2435, an output gear 2436, and a driving gear 2437. The connecting shaft 2434 is rotatably mounted on the housing and is drively connected to the input shaft 241. In some embodiments, the connecting gear 2435 is connected to the connecting shaft 2434, the driving gear 2437 is connected to the main shaft of the power motor 23, and the output gear 2436 is connected to the output shaft 2431. Both the connecting gear 2435 and the driving gear 2437 mesh with the output gear 2436. In some embodiments, the number of teeth of the connecting gear 2435 and the driving gear 2437 is less than the number of teeth of the output gear 2436. The connecting shaft 2434 and the power motor 23 are both connected to the output shaft 2431 via gear transmission, which provides stable transmission and increases the output torque of the output shaft 2431, thereby further increasing the output torque of the transfer shaft 242.

[0046] In some embodiments, the axial direction of the connecting shaft 2434 is parallel to the axial direction of the input shaft 241.

[0047] In some embodiments, the transmission mechanism 243 includes a coupling component 2438, which drivesly connects the input shaft 241 and the transfer shaft 242. The coupling component 2438 has a decoupled state and a coupled state, and can switch between the two states. When the coupling component 2438 is in the decoupled state, the drive connection between the input shaft 241 and the transfer shaft 242 is broken, allowing the input shaft 241 and the transfer shaft 242 to rotate independently. When the coupling component 2438 is in the coupled state, the drive connection between the input shaft 241 and the transfer shaft 242 is maintained, and the input shaft 241 can output torque to the transfer shaft 242 to drive the transfer shaft 242 to rotate.

[0048] In some embodiments, the coupling component 2438 drives the input shaft 241 and the connecting shaft 2434. When the coupling component 2438 is in a decoupled state, the input shaft 241 and the connecting shaft 2434 can rotate independently. When the coupling component 2438 is in a coupled state, the input shaft 241 can output torque to the connecting shaft 2434 to make the connecting shaft 2434 rotate. The connecting shaft 2434 transmits torque to the output shaft 2431 through the cooperation of the connecting gear 2435 and the output gear 2436, so that the output shaft 2431 drives the transfer shaft 242 to rotate.

[0049] Understandably, when the coupling assembly 2438 is in a decoupled state, the connection between the input shaft 241 and the connecting shaft 2434 is broken, allowing the power motor 23 to drive the output shaft 2431 to rotate independently through the engagement of the drive gear 2437 and the output gear 2436, thereby causing the transfer shaft 242 to rotate. Furthermore, when the coupling assembly 2438 is in a decoupled state, the engine 21 can drive the generator 22 to generate electricity via the input shaft 241 to charge the power battery 25.

[0050] It is understood that when the coupling component 2438 is in the coupling state, the input shaft 241 and the connecting shaft 2434 maintain a transmission connection, so that the engine 21 and the power motor 23 can jointly drive the transfer shaft 242 to rotate. In the event that the power motor 23 is de-energized, the engine 21 can still independently drive the transfer shaft 242 to rotate.

[0051] In some embodiments, the coupling assembly 2438 includes an input gear 2438a, a shift sleeve 2438b, and a shift gear 2438c, with the input gear 2438a connected to the input shaft 241. In some embodiments, the shift sleeve 2438b is disposed on the connecting shaft 2434, and the shift sleeve 2438b is slidable along the axial direction of the connecting shaft 2434, and the sliding sleeve can drive or follow the rotation of the connecting shaft 2434. In some embodiments, the shift sleeve 2438b is keyed to the connecting shaft 2434.

[0052] In some embodiments, the shift gear 2438c and the shift sleeve 2438b are interconnected, allowing the shift gear 2438c to slide along with the shift sleeve 2438b. By sliding the shift sleeve 2438b, the shift gear 2438c can move to a position engaged with or disengaged from the input gear 2438a. When the shift gear 2438c is engaged with the input gear 2438a, the input shaft 241 and the connecting shaft 2434 are connected; when the shift gear 2438c is disengaged from the input gear 2438a, the input shaft 241 and the connecting shaft 2434 can rotate independently. In some embodiments, the shift sleeve 2438b is driven to slide electrically. In other embodiments, the shift sleeve 2438b can be driven to slide hydraulically. In still other embodiments, the shift sleeve 2438b can be driven to slide manually.

[0053] In some embodiments, two sets of input gears 2438a and shift gears 2438c are provided. During the sliding of the shift sleeve 2438b, when one set of input gears 2438a and shift gears 2438c are engaged, the other set of input gears 2438a and shift gears 2438c are disengaged. In some embodiments, the transmission ratios between the two sets of input gears 2438a and shift gears 2438c are different, thereby enabling the connecting shaft 2434 to obtain different amounts of torque to meet the needs of the all-terrain vehicle 100 for different working conditions. In other embodiments, three or more sets of input gears 2438a and shift gears 2438c may also be provided to achieve multi-gear operation.

[0054] Reference Figure 4 In some embodiments, the coupling component 2438 is a clutch, the connecting shaft 2434 and the output shaft 2431 are coaxially arranged, and the coupling component 2438 drivesly connects the connecting shaft 2434 and the output shaft 2431. The input shaft 241 is drivenly connected to the connecting shaft 2434. Optionally, the input shaft 241 and the connecting shaft 2434 are drivenly connected to each other through gear transmission.

[0055] In other embodiments, the coupling component 2438 may also be a hydraulic torque converter structure or a planetary gear train structure. In other embodiments, the coupling component 2438 may also be a spline sleeve or other device with power engagement and disengagement functions.

[0056] Reference Figure 5In some embodiments, when the coupling component 2438 is in a decoupled state and the engine 21 is not running, the power battery 25 supplies power to the power motor 23, causing the power motor 23 to drive the transfer shaft 242 to rotate. At this time, the all-terrain vehicle 100 is in pure electric drive mode. It can be understood that in pure electric drive mode, the power of the power motor 23 is transmitted to the transfer shaft 242.

[0057] Reference Figure 6 In some embodiments, when the coupling assembly 2438 is in a decoupled state and the engine 21 is running, on the one hand, the engine 21 drives the main shaft of the generator 22 to rotate via the input shaft 241, causing the generator 22 to generate electricity; on the other hand, the power battery 25 or the generator 22 supplies power to the drive motor 23, causing the drive motor 23 to drive the transfer shaft 242 to rotate. At this time, the all-terrain vehicle 100 is in a series drive mode. It can be understood that in the series drive mode, the power of the engine 21 is transmitted to the generator 22, and the power of the drive motor 23 is transmitted to the transfer shaft 242.

[0058] Reference Figure 7 In some embodiments, with the coupling assembly 2438 in a coupled state, both the engine 21 and the drive motor 23 remain operational to jointly drive the transfer shaft 242 to rotate. At this time, the all-terrain vehicle 100 is in parallel drive mode. It is understood that in parallel drive mode, the power from both the engine 21 and the drive motor 23 is transmitted to the transfer shaft 242, and the drive motor 23 is powered by the power battery 25. In other embodiments, with the all-terrain vehicle 100 in parallel drive mode, the main shaft of the generator 22 rotates under the drive of the input shaft 241, enabling the generator 22 to supply power to the power battery 25 or the drive motor 23. For example, when the output power of the engine 21 exceeds the required power, the excess power can be used by the generator 22 to generate electricity.

[0059] Reference Figure 8 In some embodiments, when the coupling assembly 2438 is in the coupled state, and the engine 21 continues to run while the power battery 25 and generator 22 both stop supplying power to the drive motor 23, only the engine 21 drives the transfer shaft 242 to rotate, and the main shaft of the drive motor 23 rotates along with it due to the action of the engine 21. At this time, the all-terrain vehicle 100 is in direct drive mode. It can be understood that in direct drive mode, the power of the engine 21 is transmitted to the transfer shaft 242. In other embodiments, in direct drive mode, the main shaft of the drive motor 23 and / or the main shaft of the generator 22 rotates along with it due to the action of the engine 21, thereby charging the power battery 25.

[0060] Reference Figure 9In some embodiments, when the coupling assembly 2438 is in a decoupled state, the front wheel 131 and / or the rear wheel 132 drive the power motor 23 to generate electricity via the transfer shaft 242. At this time, the all-terrain vehicle 100 is in energy recovery mode. It is understood that in energy recovery mode, the transfer shaft 242 transmits power to the power motor 23. Exemplarily, when the all-terrain vehicle 100 brakes while in motion, by putting the all-terrain vehicle 100 in energy recovery mode, the rotating front wheel 131 and / or the rear wheel 132 keeps the transfer shaft 242 rotating, and the power from the transfer shaft 242 is transmitted in reverse through the output shaft 2431 to the main shaft of the power motor 23, causing the main shaft of the power motor 23 to rotate and charge the power battery 25.

[0061] In energy recovery mode, by converting the rotational kinetic energy of the front wheel 131 and / or the rear wheel 132 into electrical energy of the power battery 25, the all-terrain vehicle 100 can stop quickly, thus shortening the braking distance.

[0062] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; The walking system includes a front wheel and a rear wheel, both of which are located below the vehicle frame; The power unit is at least partially supported by the vehicle frame and is drive-connected to the front wheel and the rear wheel; The power unit is characterized by comprising an engine, a generator, a drive motor, and a gearbox. The gearbox includes a housing, an input shaft, and a transfer shaft. Both the input shaft and the transfer shaft are rotatably mounted on the housing. The engine and the generator are both drivenly connected to the input shaft. The input shaft is drivenly connected to the transfer shaft. The drive motor is drivenly connected to the transfer shaft. The two ends of the transfer shaft are drivenly connected to the front wheel and the rear wheel, respectively. The power unit also includes a power battery, which is electrically connected to the drive motor and the generator. The power battery supplies power to the drive motor, and the generator can charge the power battery. When the all-terrain vehicle is in energy recovery mode, the drive motor can charge the power battery.

2. The all-terrain vehicle according to claim 1, characterized in that, The gearbox further includes a transmission mechanism, which includes an output shaft, an input bevel gear, and an output bevel gear. The output shaft is rotatably mounted on the housing and is connected to the input shaft. The axial direction of the transfer shaft intersects the axial direction of the output shaft. The input bevel gear is connected to the output shaft, and the output bevel gear is connected to the transfer shaft. The input bevel gear meshes with the output bevel gear, and the number of teeth of the input bevel gear is less than the number of teeth of the output bevel gear.

3. The all-terrain vehicle according to claim 1, characterized in that, The gearbox further includes a transmission mechanism, which includes a coupling component that drivesly connects the input shaft and the transfer shaft. The coupling component has a decoupled state and a coupled state that can be switched between each other. When the coupling component is in the decoupled state, the drive connection between the input shaft and the transfer shaft is disconnected. When the coupling component is in the coupled state, the drive connection between the input shaft and the transfer shaft is maintained.

4. The all-terrain vehicle according to claim 3, characterized in that, When the coupling component is in the decoupled state, and the engine stops running and the power motor drives the transfer shaft to rotate, the all-terrain vehicle is in pure electric drive mode. When the coupling component is in the decoupled state, and the engine drives the generator to generate electricity and the power motor drives the transfer shaft to rotate, the all-terrain vehicle is in a series drive mode.

5. The all-terrain vehicle according to claim 3, characterized in that, When the coupling component is in the coupled state, and both the engine and the power motor are running to jointly drive the transfer shaft to rotate, the all-terrain vehicle is in parallel drive mode; when the coupling component is in the coupled state, and the engine drives the transfer shaft to rotate and causes the main shaft of the power motor to rotate accordingly, the all-terrain vehicle is in direct drive mode.

6. The all-terrain vehicle according to claim 3, characterized in that, When the coupling component is in a decoupled state, and the front wheel and / or the rear wheel drive the power motor to generate electricity through the transfer shaft, the all-terrain vehicle is in energy recovery mode.

7. The all-terrain vehicle according to claim 1, characterized in that, The gearbox further includes a transmission mechanism, which includes a connecting shaft, a connecting gear, an output shaft, an output gear, and a drive gear. The connecting shaft and the output shaft are both rotatably mounted on the housing. The connecting shaft is drivenly connected to the input shaft, and the output shaft is drivenly connected to the transfer shaft. The connecting gear is connected to the connecting shaft, the drive gear is connected to the main shaft of the power motor, and the output gear is connected to the output shaft. Both the connecting gear and the drive gear mesh with the output gear, and the number of teeth on the connecting gear and the drive gear is less than the number of teeth on the output gear.

8. The all-terrain vehicle according to claim 1, characterized in that, The all-terrain vehicle further includes a front axle assembly, a rear axle assembly, and a mode switching assembly. The front axle assembly and the rear axle assembly are mounted on the vehicle frame. The front wheel is connected to the front axle assembly, and the rear wheel is connected to the rear axle assembly. One end of the transfer axle is driven through the mode switching assembly to one of the front axle assembly and the rear axle assembly. The other end of the front axle assembly and the rear axle assembly is driven through the end of the transfer axle away from the mode switching assembly. The mode switching assembly has an engaged state and a disengaged state that can be switched between each other. When the mode switching assembly is in the engaged state, the front axle assembly or the rear axle assembly connected to the mode switching assembly maintains a drive connection with the transfer axle. When the mode switching assembly is in the disengaged state, the drive connection between the front axle assembly or the rear axle assembly connected to the mode switching assembly and the transfer axle is disconnected.

9. The all-terrain vehicle according to claim 1, characterized in that, The generator's main shaft, the engine's crankshaft, and the input shaft are coaxially arranged.

10. A power unit, comprising an engine and a gearbox, characterized in that, The gearbox includes a housing, an input shaft, and a transfer shaft. Both the input shaft and the transfer shaft are rotatably mounted on the housing. The power unit also includes a generator, a drive motor, and a power battery. The generator is driven by the engine, the engine is driven by the input shaft, the input shaft is driven by the transfer shaft, the drive motor is driven by the transfer shaft, and the power battery is electrically connected to the drive motor and the generator. The power battery supplies power to the drive motor, and both the generator and the drive motor can charge the power battery.

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