A hybrid system suitable for an all-terrain vehicle

Abstract

The application relates to the field of all-terrain vehicle power technology and discloses a hybrid system suitable for an all-terrain vehicle, which comprises a hybrid box, the hybrid box is modularly integrated with an integrated engine and a gearbox, the input shaft of the hybrid box is connected with the crankshaft of the engine, and the output shaft is connected with the input end of the gearbox in a power manner; the electromagnetic clutch is connected with the push ring toothed gear, the power generation gear and the input shaft of the hybrid box in a power manner; the modular double-motor hybrid box is used to replace the CVT stepless speed change device, so that the fuel consumption is reduced, the power performance is improved, the transmission efficiency and the system reliability are improved, and the maintenance cost of the periodic replacement of the CVT belt is reduced. The modular integration is realized on the existing fuel version integrated engine and gearbox, the gearbox can be deeply integrated with the integrated engine to reduce the gear shift position, and the integrated flexibility is high; the hybrid system has multiple driving modes such as pure electric driving, engine hybrid driving and series range increasing, can adapt to various off-road environments, and solves the dependence of the pure electric vehicle on charging facilities in the wild.

Description

Technical Field

[0001] This application relates to the field of all-terrain vehicle power technology, specifically a hybrid system suitable for all-terrain vehicles. Background Technology

[0002] With the development of the global new energy all-terrain vehicle market, the power drive system has shifted from traditional fuel drive to hybrid and pure electric drive. Due to the low-speed, high-torque output characteristics of electric motors, all-terrain vehicles can significantly improve their low-speed climbing and off-road performance. However, the disadvantages of pure electric vehicles, such as the lack of fixed charging facilities in the wild, charging time, and short driving range, have become prominent. At the same time, the large-capacity batteries in pure electric vehicles increase vehicle weight, affecting vehicle power. In complex terrain and harsh high and low temperature environments, the performance of the battery system and collision safety are challenged. Hybrid systems with small-capacity batteries can achieve pure electric drive without range anxiety, enabling low-speed pure electric drive and direct engine drive at medium and high speeds. The system is more efficient and has better power. At the same time, the performance requirements, cost, weight, and safety of the small-capacity batteries are greatly reduced.

[0003] Current all-terrain vehicle fuel power systems consist of an engine, a CVT (Continuously Variable Transmission), and a multi-speed gearbox. The engine and multi-speed gearbox are integrated into a single unit, while the CVT is integrated as an independent device. Since most CVTs in all-terrain vehicles use belt drives, their transmission efficiency is low, requiring regular replacement and resulting in high maintenance costs. The magneto at the engine output, used as a starter motor, has insufficient power to provide auxiliary power or generate electricity for the entire vehicle. Most hybrid systems on the market use a single-motor P3 configuration, integrating the drive motor at the gearbox output. When the battery's state of charge (SOC) is low, the battery output power decreases, leading to a decline in overall vehicle performance. Compared to fuel-powered models, the battery increases vehicle weight, resulting in higher fuel consumption when the battery is depleted, making it difficult to balance power and energy consumption. Furthermore, integrating the drive motor at the gearbox output limits its structure and size within the vehicle's available space. Utility Model Content

[0004] The purpose of this application is to provide a hybrid system suitable for all-terrain vehicles, which solves the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0006] This application provides a hybrid system suitable for all-terrain vehicles, including a hybrid housing, which is modularly integrated with an integrated engine and transmission. The input shaft of the hybrid housing is coaxially connected to the crankshaft of the engine, and the output shaft is poweredly connected to the input end of the transmission. An electromagnetic clutch includes a push ring toothed clutch, one side of which meshes with a generator gear and the input shaft. The push ring toothed clutch and the engine input gear with the toothed clutch are coaxially loosely arranged on the input shaft. The output end of the drive motor is poweredly connected to the electric drive input shaft gear, which is poweredly connected to the output shaft. The output shaft extends into the transmission and is installed therewith. The output end of the generator is poweredly connected to the generator gear, which is poweredly connected to the input shaft. An oil cooling system includes an electronic oil pump and an oil cooler, which are respectively mounted on the hybrid housing. The electronic oil pump and the oil cooler spray cooling oil at specific points to the heat-generating parts of the stator and rotor of the drive motor and the generator, as well as the gear meshing surfaces, through cooling oil passages.

[0007] By adopting the above technical solution, a modular dual-motor hybrid gearbox can replace the CVT continuously variable transmission, reducing the maintenance cost and reliability of CVT belt replacement. The hybrid gearbox can be integrated within the existing layout space of fuel vehicles. It can be modularly and independently integrated with the fuel engine and transmission, or deeply integrated with the transmission to reduce the number of gears. It is also flexible to integrate with existing fuel engines with minimal modifications. The hybrid system has multiple driving modes such as pure electric drive, engine hybrid, and series range extender, thereby improving the overall vehicle power and reducing fuel consumption when the battery is depleted.

[0008] The electromagnetic clutch achieves rapid and smooth switching between engine direct drive mode through precise engagement and disengagement of the teeth, avoiding power transmission interruption. Combined with the parallel drive characteristics of the drive motor, the gearbox can be simplified to a single-gear structure, reducing shift shock and jerking, as well as system complexity and manufacturing costs. In addition, the generator achieves high-efficiency range-extending power generation and engine starting functions through direct connection between the generator gear and the input shaft, further optimizing energy utilization. Crucially, the oil cooling system uses an electronic oil pump and oil cooler to spray cool the stator, rotor, and meshing tooth surfaces of the drive motor and generator at specific points, significantly improving the high power density operation stability and heat dissipation efficiency of the motor and extending the system life.

[0009] Optionally, the electromagnetic coil seat is fixedly installed to the inner wall of the hybrid box by a fixing bolt seat, a return spring is installed between the push ring tooth and the engine input gear, and the drive motor is poweredly connected to the electric drive input shaft gear and the engine output gear.

[0010] By adopting the above technical solution, the fixing bolt seat can connect and fix the electromagnetic coil seat and the hybrid box, while the return spring can separate the push ring tooth clutch.

[0011] Optionally, an output shaft gear is sleeved on the output shaft of the hybrid gearbox, the output shaft gear meshes with a reduction gear, a driving spiral bevel gear is coaxially sleeved on the side of the reduction gear away from the output shaft, the driving spiral bevel gear meshes with a driven spiral bevel gear, a front power output shaft and a rear power output shaft are coaxially sleeved on both sides of the driven spiral bevel gear, and the reduction gear and the driving spiral bevel gear are coaxially mounted on the inner wall of the hybrid gearbox.

[0012] By adopting the above technical solution, and through a compact transmission layout integrating the output shaft gear, reduction gear, active spiral bevel gear, and driven spiral bevel gear within the hybrid gearbox, the efficient optimization of the power transmission path for all-terrain vehicles and the flexible adaptation of four-wheel drive functions are achieved. The output shaft transmits power to the active spiral bevel gear through the meshing of the output shaft gear and the reduction gear, and then the power is split and transmitted to the front and rear power output shafts via the driven spiral bevel gear, forming a reliable dual-axle four-wheel drive structure. This design significantly reduces the axial space occupied by the transmission components through the coaxial nesting and spatial stacking of the gear pairs. At the same time, it utilizes the high transmission ratio characteristics of the spiral bevel gear to achieve high efficiency and stability in power transmission. In addition, the coaxial installation of the reduction gear and the active spiral bevel gear not only simplifies the internal structure of the hybrid gearbox, but also improves the torque carrying capacity and NVH performance of the transmission system through the optimized matching of gear module and number of teeth. It also significantly reduces the size and weight of the hybrid system, enhances the passability, handling, and power response efficiency of all-terrain vehicles in complex road conditions, and provides a compact, efficient, and highly adaptable power solution for multi-scenario applications.

[0013] Optionally, the output shaft gear of the hybrid gearbox is meshed with an engine output gear, and the meshing position of the engine output gear and the output shaft gear is located inside the hybrid gearbox.

[0014] By adopting the above technical solution, the direct meshing transmission between the output shaft gear and the engine output gear is achieved inside the hybrid gearbox, significantly optimizing the structural compactness and energy utilization efficiency of the power transmission path.

[0015] Optionally, the drive motor is installed on the inner wall of the hybrid gearbox, and the generator is installed on the inner wall of the hybrid gearbox.

[0016] By adopting the above technical solution, the hybrid box can be used to fix the generator and drive motor in place.

[0017] Compared with the prior art, the beneficial effects of the technical solution of this application are as follows:

[0018] The technical solution of this application can replace the CVT continuously variable transmission device with a modular dual-motor hybrid box, reducing the maintenance cost and reliability of CVT belt replacement. It can achieve the integration of the hybrid box within the existing layout space of fuel vehicles. It can be modularly and independently integrated with fuel engines and transmissions, or deeply integrated with transmissions to reduce the number of gears. It is relatively flexible to integrate with existing fuel engines with minimal modifications. The hybrid system has multiple driving modes such as pure electric drive, engine hybrid, and series range extender, thereby improving the overall vehicle power and reducing fuel consumption when the battery is depleted. Attached Figure Description

[0019] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0020] Figure 1 This is a schematic diagram of the structure of a hybrid system applicable to all-terrain vehicles according to this application;

[0021] Figure 2 This is a front view schematic diagram of a hybrid system applicable to all-terrain vehicles according to this application;

[0022] Figure 3 This is a front view of the interior of a hybrid system applicable to all-terrain vehicles according to this application;

[0023] Figure 4 This application provides a hybrid system applicable to all-terrain vehicles. Figure 3 Enlarged images are shown in part.

[0024] Figure 5 This application presents a multi-position illustration of an electromagnetic clutch for a hybrid system applicable to all-terrain vehicles.

[0025] Figure 6 This is an electrical schematic diagram of a hybrid system applicable to all-terrain vehicles according to this application;

[0026] Figure 7 This is a schematic diagram of a hybrid system applicable to all-terrain vehicles according to this application.

[0027] In the diagram: a) Hybrid gearbox; b) Integrated engine; 1) Engine; 2) Generator; 3) Generator gear; 4) Input shaft; 5) Electromagnetic clutch; 501) Electromagnetic coil holder; 502) Push ring gear; 503) Return spring; 504) Fixing bolt holder; 6) Drive motor; 7) Electric drive input shaft gear; 8) Output shaft; 9) Engine input gear; 10) Engine output gear; 11) Front power output shaft; 12) Gearbox; 13) Rear power output shaft; 14) Output shaft gear; 15) Reduction gear; 16) Driving spiral bevel gear; 17) Driven spiral bevel gear; 18) Oil cooler; 19) Electronic oil pump. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0029] Please see Figure 1-7 This application provides a technical solution: a hybrid system suitable for all-terrain vehicles, including a hybrid box a, which is modularly integrated with an integrated engine b and a transmission 12. The input shaft 4 of the hybrid box a is coaxially connected to the crankshaft of the engine 1, and the output shaft 8 is poweredly connected to the input end of the transmission 12. An electromagnetic clutch 5 includes a push-ring tooth 502, one side of which meshes with a generator gear 3 and the input shaft 4. The push-ring tooth 502 and the engine input gear 9 with the tooth are coaxially and loosely arranged on the input shaft 4. A drive motor 6 is connected to the input shaft 4. The electric drive input shaft gear 7 is powered and connected to the output shaft 8. The output shaft 8 extends into the gearbox 12 and is installed therewith. The generator 2 is powered and connected to the generator gear 3 at its output end. The generator gear 3 is powered and connected to the input shaft 4. The oil cooling system includes an electronic oil pump 19 and an oil cooler 18. The electronic oil pump 19 and the oil cooler 18 are respectively installed on the housing of the hybrid box a. The electronic oil pump (19) and the oil cooler (18) spray cooling oil at fixed points to the stator and rotor heating parts of the drive motor (6) and the generator (2) and the gear meshing surface through the cooling oil circuit.

[0030] In the technical solution of this application, the hybrid gearbox a, integrated engine b, and transmission 12 are efficiently integrated through modular integrated design, achieving a compact layout and lightweight transformation of the power system. This significantly reduces the structural modification requirements of the original fuel power system while improving the system's versatility and adaptability. The electromagnetic clutch 5, through precise engagement and disengagement of the teeth, achieves rapid and smooth switching to the engine's direct drive mode, avoiding power transmission interruption. Combined with the parallel drive characteristics of the drive motor 6, the transmission 12 can be simplified to a single-gear structure, reducing shift shock and jerking, as well as lowering system complexity and manufacturing costs. In addition, the generator 2, through the generator gear 3... The direct connection with the input shaft 4 enables high-efficiency range-extending power generation and engine starting, further optimizing energy utilization. Crucially, the oil cooling system uses an electronic oil pump 19 and an oil cooler 18 to perform targeted spray cooling on the stator, rotor, and meshing tooth surfaces of the drive motor 6 and generator 2, significantly improving the stability and heat dissipation efficiency of the motor during high power density operation and extending the system life. Overall, this hybrid system significantly reduces fuel consumption and improves transmission efficiency while ensuring the four-wheel drive performance and power output of all-terrain vehicles. It also boasts advantages such as compact structure, controllable cost, and high reliability, providing an efficient and economical solution for power upgrades of all-terrain vehicles.

[0031] In the technical solution of this application, Figure 7As shown, an output shaft gear 14 is mounted on the output shaft 8 of the hybrid housing a. The output shaft gear 14 meshes with a reduction gear 15. A driving spiral bevel gear 16 is coaxially mounted on the side of the reduction gear 15 furthest from the output shaft 8. The driving spiral bevel gear 16 meshes with a driven spiral bevel gear 17. A front power output shaft 11 and a rear power output shaft 13 are coaxially mounted on both sides of the driven spiral bevel gear 17. The reduction gear 15 and the driving spiral bevel gear 16 are coaxially mounted on the inner wall of the hybrid housing a. By integrating the output shaft gear 14, reduction gear 15, driving spiral bevel gear 16, and driven spiral bevel gear 17 into a compact transmission layout within the hybrid housing a, efficient optimization of the power transmission path for all-terrain vehicles and flexible adaptation of four-wheel drive functions are achieved. The output shaft 8 transmits power to the driving spiral bevel gear 16 through the meshing of the output shaft gear 14 and the reduction gear 15, and then through the driven spiral bevel gear 17... The bevel gear 17 splits the power to the front output shaft 11 and the rear output shaft 13, forming a reliable dual-axle four-wheel drive structure. This design significantly reduces the axial space occupied by the transmission components through the coaxial nesting and spatial stacking of the gear pairs. At the same time, it utilizes the high transmission ratio characteristics of the spiral bevel gear to achieve high efficiency and stability in power transmission. In addition, the coaxial installation of the reduction gear 15 and the active spiral bevel gear 16 not only simplifies the internal structure of the hybrid gearbox a, but also improves the torque carrying capacity and NVH performance of the transmission system through the optimized matching of gear module and number of teeth. Overall, this transmission layout ensures the accuracy of four-wheel drive force distribution while significantly reducing the size and weight of the hybrid system, enhancing the passability, handling and power response efficiency of all-terrain vehicles in complex road conditions, and providing a compact, efficient and adaptable power solution for multi-scenario applications.

[0032] In the technical solution of this application, such as Figure 4 and Figure 5 As shown, the electromagnetic coil seat 501 is fixedly installed to the inner wall of the hybrid box a by the fixing bolt seat 504. A return spring 503 is installed between the push ring tooth 502 and the engine input gear 9. The drive motor 6 is poweredly connected to the electric drive input shaft gear 7 and the engine output gear 10. The fixing bolt seat 504 can connect and fix the electromagnetic coil seat 501 and the hybrid box a, while the return spring 503 can separate the push ring tooth 9.

[0033] In the technical solution of this application, such as Figures 2-4 As shown, the output shaft 8 of the hybrid housing a meshes with the engine output gear 10. The meshing position of the engine output gear 10 and the output shaft 8 gear is located inside the hybrid housing a. The drive motor 6 is installed on the inner wall of the hybrid housing a, and the generator 2 is installed on the inner wall of the hybrid housing a. By realizing the direct meshing transmission between the output shaft 8 gear and the engine output gear 10 inside the hybrid housing a, the structural compactness and energy utilization efficiency of the power transmission path are significantly optimized.

[0034] In use, in engine direct drive mode: when the electromagnetic clutch 5 is energized, the push ring tooth 502 engages with the engine input gear 9 under the action of electromagnetic force. The crankshaft of engine 1 directly transmits power to the output gear 10 through the input shaft 4, the tooth 502, and the engine input gear 9. At this time, the engine output gear 10 is connected to the output shaft 8, and the power is output to the wheels through the gearbox 12 to drive the vehicle.

[0035] Electric drive mode: The drive motor 6 transmits power to the output shaft 8 through the electric drive input shaft gear 7, and outputs it through the gearbox 12 to achieve pure electric drive.

[0036] Hybrid mode: When the electromagnetic clutch 5 is energized, the push ring tooth 502 engages with the engine input gear 9, and the engine 1 and the drive motor 6 jointly output power through the output shaft 8, realizing the coordinated drive of the two power sources and improving power performance.

[0037] Range-extended power generation mode:

[0038] When the electromagnetic clutch 5 is de-energized, the push ring tooth 502 is separated from the engine input gear 9 under the action of the return spring 503. When the engine 1 is running, the generator gear 3 drives the generator 2 to generate electricity through the input shaft 4, thereby realizing the range-extending power generation function.

[0039] Braking energy recovery mode:

[0040] During braking or deceleration, the drive motor 6 can switch to power generation mode to recover energy and store it in the battery.

[0041] Power transmission and four-wheel drive distribution:

[0042] The output shaft 8 meshes with the reduction gear 15 through the output shaft gear 14, transmitting power to the driving spiral bevel gear 16, and then through the driven spiral bevel gear 17 to the front power output shaft 11 and the rear power output shaft 13, forming a dual-axle four-wheel drive structure to achieve precise power distribution for all-terrain vehicles.

[0043] Cooling and Lubrication:

[0044] The electronic oil pump 19 delivers cooling oil to the oil cooler 18, which sprays the stator, rotor, and meshing tooth surfaces of the drive motor 6 and generator 2 to ensure heat dissipation efficiency under high power density operation. At the same time, the oil circulates in the hybrid box a to lubricate the gear pairs and bearings and reduce wear.

[0045] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0046] The preferred embodiments of this utility model disclosed above are merely illustrative of the present utility model. These preferred embodiments do not exhaustively describe all details, nor do they limit the utility model to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this utility model, thereby enabling those skilled in the art to better understand and utilize it. This utility model is limited only by the claims and their full scope and equivalents.

Claims

1. A hybrid system suitable for use in an all-terrain vehicle, characterized by: It includes a hybrid box (a), which is modularly integrated with an integrated engine (b) and a gearbox (12). The input shaft (4) of the hybrid box (a) is coaxially connected to the crankshaft of the engine (1), and the output shaft (8) is poweredly connected to the input end of the gearbox (12). The electromagnetic clutch (5) includes a push ring toothed gear (502), one side of which is engaged with a generator gear (3) and an input shaft (4). The push ring toothed gear (502) and the engine input gear (9) with toothed gear are coaxially and loosely arranged on the input shaft (4). The drive motor (6) is powered to the output end of the drive motor (6) and the electric drive input shaft gear (7). The electric drive input shaft gear (7) is powered to the output shaft (8). The output shaft (8) extends into the gearbox (12) and is installed thereon. Generator (2), the output end of which is powered by generator gear (3), and generator gear (3) is powered by input shaft (4); The oil cooling system includes an electronic oil pump (19) and an oil cooler (18). The electronic oil pump (19) and the oil cooler (18) are respectively installed on the housing of the hybrid box (a). The electronic oil pump (19) and the oil cooler (18) spray cooling oil at fixed points to the stator and rotor heating parts of the drive motor (6) and the generator (2) and the gear meshing surface through the cooling oil circuit.

2. The hybrid system for an all-terrain vehicle of claim 1, wherein, The electromagnetic coil seat (501) is fixedly installed on the inner wall of the hybrid box (a) by the fixing bolt seat (504). A return spring (503) is installed between the push ring tooth (502) and the engine input gear (9). The drive motor (6) is poweredly connected to the electric drive input shaft gear (7) and the engine output gear (10).

3. The hybrid system for use in an all-terrain vehicle according to claim 1, characterized in that, The output shaft (8) of the hybrid gearbox (a) is fitted with an output shaft gear (14), which meshes with a reduction gear (15). On the side of the reduction gear (15) away from the output shaft (8), a driving spiral bevel gear (16) is coaxially fitted. The driving spiral bevel gear (16) meshes with a driven spiral bevel gear (17). On both sides of the driven spiral bevel gear (17), a front power output shaft (11) and a rear power output shaft (13) are coaxially fitted. The reduction gear (15) and the driving spiral bevel gear (16) are coaxially mounted on the inner wall of the hybrid gearbox (a).

4. The hybrid system for use in an all-terrain vehicle according to claim 3, characterized in that The output shaft (8) of the hybrid housing (a) is geared to drive the engine output gear (10), and the meshing position of the engine output gear (10) and the output shaft (8) gear is located inside the hybrid housing (a).

5. The hybrid system for use in an all-terrain vehicle according to claim 1, characterized in that, The drive motor (6) is installed on the inner wall of the hybrid box (a), and the generator (2) is installed on the inner wall of the hybrid box (a).

Images