A hybrid power system for a four-wheel all-terrain vehicle

Abstract

The application relates to the technical field of new energy hybrid power driving systems, and discloses a four-wheel drive all-terrain vehicle hybrid power system which comprises an engine, an EM1 motor and an EM2 motor, the driving shaft of the engine is fixedly installed with an input shaft, the outer wall of the input shaft is installed with a first electromagnetic clutch, an input gear, a first-gear driving gear, a second-gear driving gear and a second electromagnetic clutch, the EM1 motor is fixedly installed with an EM1 driving gear through an EM1 driving shaft, the EM1 driving gear is engaged with an idler gear, through the cooperative work of the engine, the EM1 motor and the EM2 motor, in combination with the first electromagnetic clutch, the second electromagnetic clutch and a plurality of gear transmissions, a plurality of driving modes, such as seamless switching of pure electric driving, hybrid driving, engine direct driving and the like, are realized, so that the capability of the vehicle to cope with different road conditions and driving requirements is enhanced, the flexibility and fuel economy of the power system are enhanced, the energy utilization efficiency is simultaneously improved, and the all-terrain vehicle is high in efficiency, comfortable and economical.

Description

Technical Field

[0001] This application relates to the field of new energy hybrid drive system technology, specifically a hybrid system for a four-wheel drive all-terrain vehicle. Background Technology

[0002] In recent years, with the continuous development of society and life, hybrid transmissions, as the core components of the power system of hybrid vehicles, can greatly improve fuel economy and achieve a high degree of matching between economy and comfort. In addition, under the guidance of the current national strategy, hybrid systems are also developing rapidly and have a broad market.

[0003] Currently, as a core component of the power system of hybrid vehicles, the hybrid transmission has few ways of cooperating with its various components and few working modes, resulting in a relatively limited ability to cope with different situations in life. Utility Model Content

[0004] The purpose of this application is to provide a hybrid power system for a four-wheel drive all-terrain vehicle, which solves the problem mentioned in the background art that the hybrid transmission, as the core component of the power system of a hybrid vehicle, has few ways of cooperating with its various components and few working modes, thus resulting in a relatively limited ability to cope with different situations in life.

[0005] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution: This application provides a hybrid power system for a four-wheel drive all-terrain vehicle, including an engine, an EM1 motor, and an EM2 motor. An input shaft is fixedly mounted on the drive shaft of the engine. A first electromagnetic clutch, an input gear, a first-gear drive gear, a second-gear drive gear, and a second electromagnetic clutch are mounted on the outer wall of the input shaft. An EM1 drive gear is fixedly mounted on the EM1 drive shaft. The EM1 drive gear meshes with an idler gear, which is connected to the input gear. An EM2 drive gear is fixedly mounted on the drive shaft of the EM2 motor. The EM2 drive gear meshes with an EM2 driven gear. An output shaft body is fixedly mounted on the inner wall of the EM2 driven gear. An output shaft bevel gear is mounted at the end of the output shaft body. The output shaft bevel gear meshes with a front drive shaft bevel gear and a rear drive shaft bevel gear. A front axle and a rear axle are respectively located on both sides of the front drive shaft bevel gear and the rear drive shaft bevel gear. The first-gear drive gear meshes with a first-gear driven gear, and the second-gear drive gear meshes with a second-gear driven gear.

[0006] By adopting the above technical solution, through the coordinated work of the engine, EM1 motor and EM2 motor, and combined with the first electromagnetic clutch, the second electromagnetic clutch and multiple sets of gear transmissions, a variety of driving modes can be achieved, such as pure electric drive, hybrid drive, engine direct drive, etc., thereby enhancing the vehicle's ability to cope with different road conditions and driving needs, enhancing the flexibility and fuel economy of the power system, while improving energy utilization efficiency, and enhancing the efficiency, comfort and economy of the hybrid all-terrain vehicle.

[0007] Optionally, the engine is fixedly mounted to the first electromagnetic clutch.

[0008] By adopting the above technical solution, the generator can be used to fix the first electromagnetic clutch.

[0009] Optionally, an output shaft gear is fixedly mounted on the outer wall of the output shaft body, and the output shaft gear meshes with the input gear.

[0010] By adopting the above technical solution, the output shaft body can fix the output shaft gear, and the output shaft gear rotates in conjunction with the input gear.

[0011] Optionally, the front drive shaft is fixedly mounted on the bevel gear of the front drive shaft, and the front drive shaft is fixedly mounted to the front axle.

[0012] By adopting the above technical solution, the front axle can fix the front drive shaft, and the front drive shaft can fix the bevel gear of the front drive shaft.

[0013] Optionally, the rear drive shaft is fixedly mounted with a bevel gear, and the rear drive shaft is fixedly mounted with the rear axle.

[0014] By adopting the above technical solution, the rear axle can fix the rear drive shaft, and the rear drive shaft can fix the bevel gear of the rear drive shaft.

[0015] Optionally, the second electromagnetic clutch engages with the sidewalls of the first and second gear drive gears.

[0016] By adopting the above technical solution, the second electromagnetic clutch can cooperate with the first gear drive gear and the second gear drive gear, thereby controlling the rotation of the first gear drive gear and the second gear drive gear.

[0017] Optionally, the inner wall of the first driven gear is fixedly installed with the output shaft body, and the inner wall of the second driven gear is fixedly installed with the output shaft body.

[0018] By adopting the above technical solution, the output shaft body can fix the first gear driven gear and the second gear driven gear.

[0019] Optionally, an idler shaft is fixedly installed in the inner wall of the idler gear.

[0020] By adopting the above technical solution, the idler shaft can provide rotational support for the idler gear.

[0021] Compared with the prior art, the beneficial effects of the technical solution of this application are as follows: The technical solution of this application achieves seamless switching between multiple driving modes, such as pure electric drive, hybrid drive, and engine direct drive, through the coordinated operation of the engine, EM1 motor and EM2 motor, combined with the first electromagnetic clutch, the second electromagnetic clutch and multiple sets of gear transmissions. This enhances the vehicle's ability to cope with different road conditions and driving needs, improves the flexibility and fuel economy of the power system, and enhances energy utilization efficiency, thereby improving the efficiency, comfort and economy of the hybrid all-terrain vehicle. Attached Figure Description

[0022] 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: Figure 1 This is an engineering schematic diagram of a hybrid power system for a four-wheel drive all-terrain vehicle according to this application.

[0023] In the diagram: 1. Engine; 2. First electromagnetic clutch; 3. Input gear; 4. Input shaft; 5. Idler gear; 6. Idler shaft; 7. EM1 drive gear; 8. EM1 drive shaft; 9. EM1 motor; 10. Second gear drive gear; 11. Second electromagnetic clutch; 12. First gear drive gear; 13. EM2 drive gear; 14. EM2 motor; 15. EM2 driven gear; 16. First gear driven gear; 17. Second gear driven gear; 18. Output shaft gear; 19. Output shaft bevel gear; 20. Front drive shaft bevel gear; 21. Rear drive shaft bevel gear; 22. Front drive shaft; 23. Rear drive shaft; 24. Front axle; 25. Rear axle; 26. Output shaft body. Detailed Implementation

[0024] 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.

[0025] Please see Figure 1This application provides a technical solution: a hybrid power system for a four-wheel drive all-terrain vehicle, including an engine 1, an EM1 motor 9, and an EM2 motor 14. An input shaft 4 is fixedly mounted on the drive shaft of the engine 1. A first electromagnetic clutch 2, an input gear 3, a first-gear drive gear 12, a second-gear drive gear 10, and a second electromagnetic clutch 11 are mounted on the outer wall of the input shaft 4. The EM1 motor 9 is fixedly mounted with an EM1 drive gear 7 via an EM1 drive shaft 8. The EM1 drive gear 7 meshes with an idler gear 5, which is connected to the input gear 3. The EM2 motor 14 drives... An EM2 drive gear 13 is fixedly mounted on the shaft. The EM2 drive gear 13 meshes with the EM2 driven gear 15. An output shaft body 26 is fixedly mounted in the inner wall of the EM2 driven gear 15. An output shaft bevel gear 19 is mounted at the end of the output shaft body 26. The output shaft bevel gear 19 meshes with the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21. A front axle 24 and a rear axle 25 are respectively provided on both sides of the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21. A first-speed drive gear 12 meshes with a first-speed driven gear 16. A second-speed drive gear 10 meshes with a second-speed driven gear 17. In the technical solution of this application, through the coordinated operation of engine 1, EM1 motor 9 and EM2 motor 14, combined with the first electromagnetic clutch 2, the second electromagnetic clutch 11 and multiple sets of gear transmissions, a variety of driving modes, such as pure electric drive, hybrid drive, and engine 1 direct drive, are achieved, thereby enhancing the vehicle's ability to cope with different road conditions and driving needs, enhancing the flexibility and fuel economy of the power system, while improving energy utilization efficiency, and enhancing the efficiency, comfort and economy of the hybrid all-terrain vehicle.

[0026] In the technical solution of this application, such as Figure 1 As shown, a front drive shaft 22 is fixedly mounted on a front drive shaft bevel gear 20. The front drive shaft 22 is fixedly mounted on a front axle 24. The front axle 24 can fix the front drive shaft 22, and the front drive shaft 22 can fix the front drive shaft bevel gear 20. A rear drive shaft 23 is fixedly mounted on a rear drive shaft bevel gear 21. The rear drive shaft 23 is fixedly mounted on a rear axle 25. The rear axle 25 can fix the rear drive shaft 23, and the rear drive shaft 23 can fix the rear drive shaft bevel gear 21. The second electromagnetic clutch 11 engages with the side walls of the first gear drive gear 12 and the second gear drive gear 10. The second electromagnetic clutch 11 can cooperate with the first gear drive gear 12 and the second gear drive gear 10 to control the rotation of the first gear drive gear 12 and the second gear drive gear 10. The inner wall of the first gear driven gear 16 is fixedly installed with the output shaft body 26, and the inner wall of the second gear driven gear 17 is fixedly installed with the output shaft body 26. The output shaft body 26 can fix the first gear driven gear 16 and the second gear driven gear 17.

[0027] In the technical solution of this application, such as Figure 1 As shown, engine 1 is fixedly installed with first electromagnetic clutch 2. The generator can fix first electromagnetic clutch 2. Output shaft gear 18 is fixedly installed on the outer wall of output shaft body 26. Output shaft gear 18 is meshed with input gear 3. Output shaft body 26 can fix output shaft gear 18. Output shaft gear 18 and input gear 3 rotate together. Idler shaft 6 is fixedly installed in the inner wall of idler gear 5. Idler shaft 6 can provide rotational support for idler gear 5.

[0028] In use, in mode 1: the EM2 motor 14 drives the EM2 drive gear 13 to rotate, which in turn drives the EM2 driven gear 15. The EM2 driven gear 15 transmits power from the output shaft body 26 to the output shaft bevel gear 19, which in turn drives the bevel gears of the front axle 24 and the rear axle 25. Power is then transmitted to the front axle 24 and the rear axle 25 through the front drive shaft 22 and the rear drive shaft 23. The differentials in the front axle 24 and the rear axle 25 transmit power to the four wheels. Through the above power transmission path, the pure electric working mode of the EM2 motor 14 driving alone is achieved. Mode 2: EM2 motor 14 drives EM2 drive gear 13 to rotate, EM2 drive gear 13 drives EM2 driven gear 15, thus powering the output shaft. EM1 motor 9 drives EM1 drive gear 7, which in turn drives idler gear 5. Idler gear 5 drives input shaft gear 4. Output shaft gear 18, which cooperates with input shaft gear 4, transmits power to output shaft body 26. The power transmitted through the two paths is coupled on output shaft body 26 and transmitted through output shaft bevel gear 19 to front drive shaft bevel gear 20 and rear drive shaft bevel gear 21. Power is then transmitted through front drive shaft 22 and rear drive shaft 23 to front axle 24 and rear axle 25. The differential in front axle 24 and rear axle 25 transmits power to the four wheels. Through the above power transmission paths, a pure electric working mode is achieved where EM2 motor 14 and EM1 motor 9 drive together. Mode 3: The EM2 motor 14 drives the EM2 drive gear 13 to rotate, thereby driving the EM2 drive gear 13 to rotate, so that the power reaches the output shaft body 26 and engages with the first electromagnetic clutch 2. The power provided by the engine 1 is transmitted to the input shaft 4 gear. The output shaft gear 18, which cooperates with the input shaft 4 gear, transmits the power to the output shaft body 26. The power transmitted to the output shaft body 26 through the two paths is coupled in the output shaft body 26 and the power is transmitted to the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21 through the output shaft bevel gear 19. The power is then transmitted to the front axle 24 and the rear axle 25 through the front drive shaft 22 and the rear drive shaft 23. The differential in the front axle 24 and the rear axle 25 transmits the power to the four wheels. In addition, the kinetic energy provided by the engine 1 is transmitted to the EM1 motor 9 through the input shaft 4 gear and the idler gear 5. The EM1 drive gear 7, which cooperates with the idler gear 5, is transmitted to the input shaft 4 gear and the idler gear 5. The kinetic energy is recovered. Through the above power transmission path, the hybrid working mode of the EM2 motor 14 and the engine 1 are achieved. Mode 4: EM2 motor 14 drives EM2 drive gear 13 to rotate, EM2 drive gear 13 drives EM2 driven gear 15, so that the power reaches the output shaft body 26. The second electromagnetic clutch 11 engages with the engagement teeth on the side of the first gear drive gear 12. The power provided by engine 1 is transmitted to the output shaft body 26 through the first gear drive gear 12 and the first gear driven gear 16 that cooperates with the first gear drive gear 12. The power transmitted to the output shaft body 26 through the two paths is coupled in the output shaft body 26 and the power is transmitted to the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21 through the output shaft bevel gear 19, and then to the front axle 24 and the rear axle 25 through the front drive shaft 22 and the rear drive shaft 23. The differential in the front axle 24 and the rear axle 25 transmits the power to the four wheels. Through the above power transmission path, the hybrid working mode of EM2 motor 14 and engine 1 driving together is achieved. Mode 5: EM2 motor 14 drives EM2 drive gear 13, EM2 drive gear 13 drives EM2 driven gear 15, thereby powering the output shaft body 26. The second electromagnetic clutch 11 engages with the engagement teeth on the side of the second-gear drive gear 10. The power provided by engine 1 is transmitted to the output shaft body 26 through the second-gear drive gear 10 and the second-gear driven gear 17 that cooperates with the second-gear drive gear 10. The power transmitted to the output shaft body 26 through the two paths is coupled on the output shaft and transmitted to the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21 through the output shaft bevel gear 19. The power is then transmitted to the front axle 24 and the rear axle 25 through the front drive shaft 22 and the rear drive shaft 23. The differential in the front axle 24 and the rear axle 25 transmits the power to the four wheels. Through the above power transmission path, the hybrid working mode of EM2 motor 14 and engine 1 driving together is achieved. Mode 6: The kinetic energy input from engine 1 is split and transmitted in two ways on the output shaft body 26. One way is transmitted to the wheels to drive the vehicle, and the other way is transmitted to EM2 motor 14 for energy recovery during driving. The second electromagnetic clutch 11 engages with the engagement teeth on the side of the first gear drive gear 12. The power of engine 1 is transmitted to the output shaft body 26 through the input shaft 4, the first gear drive gear 12, and the first gear driven gear 16 that cooperates with the first gear drive gear 12. Through the EM2 driven gear 15 and the EM2 drive gear 13 that cooperates with the EM2 driven gear 15, the kinetic energy reaches the EM2 motor 14 to generate electricity to replenish the battery pack. In addition, the output shaft body 26 transmits the power through the output shaft bevel gear 19 to the front drive shaft bevel gear 20 and the rear drive shaft bevel gear 21, and through the front drive shaft 22 and the rear drive shaft 23 to the front axle 24 and the rear axle 25. The differential in the front axle 24 and the rear axle 25 transmits the power to the four wheels. Through the above power transmission path, the hybrid working mode of direct drive by engine 1 is achieved. Mode 7: The kinetic energy input from engine 1 is split and transmitted on the output shaft body 26. One path is transmitted to the wheels to drive the vehicle, and the other path is transmitted to EM2 motor 14 for energy recovery during driving. The second electromagnetic clutch 11 engages with the gear teeth on the second-gear drive gear 10 side. The power from engine 1 is transmitted to the output shaft body 26 through the input shaft 4, the second-gear drive gear 10, and the second-gear driven gear 17 that meshes with the second-gear drive gear 10. After the kinetic energy reaches the output shaft body 26, it is transmitted through EM2 driven gear 15. The EM2 drive gear 13, which works in conjunction with the EM2 driven gear 15, delivers kinetic energy to the EM2 motor 14 to generate electricity and replenish the battery pack. In addition, the output shaft body 26 transmits power to the front axle 24 bevel gear and the rear axle 25 bevel gear via the output shaft bevel gear 19, and then transmits power to the front axle 24 and the rear axle 25 via the front drive shaft 22 and the rear drive shaft 23. The differential in the front axle 24 and the rear axle 25 transmits power to the four wheels. Through the above power transmission path, the hybrid working mode of direct drive by the engine 1 is achieved.

Claims

1. A hybrid power system for a four-wheel drive all-terrain vehicle, characterized in that: The motor includes an engine (1), an EM1 motor (9), and an EM2 motor (14). The drive shaft of the engine (1) is fixedly mounted with an input shaft (4). The outer wall of the input shaft (4) is fitted with a first electromagnetic clutch (2), an input gear (3), a first-gear drive gear (12), a second-gear drive gear (10), and a second electromagnetic clutch (11). The EM1 motor (9) is fixedly mounted with an EM1 drive gear (7) via an EM1 drive shaft (8). The EM1 drive gear (7) meshes with an idler gear (5), which meshes with the input gear (3). The drive shaft of the EM2 motor (14) is fixedly mounted with an EM2 drive gear (…). 13), the EM2 drive gear (13) meshes with the EM2 driven gear (15), the output shaft body (26) is fixedly installed in the inner wall of the EM2 driven gear (15), the output shaft bevel gear (19) is installed at the end of the output shaft body (26), the output shaft bevel gear (19) meshes with the front drive shaft bevel gear (20) and the rear drive shaft bevel gear (21), the front drive shaft bevel gear (20) and the rear drive shaft bevel gear (21) are respectively provided with the front axle (24) and the rear axle (25) on both sides, the first gear drive gear (12) meshes with the first gear driven gear (16), and the second gear drive gear (10) meshes with the second gear driven gear (17).

2. The hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, The engine (1) is fixedly installed with the first electromagnetic clutch (2).

3. The hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, An output shaft gear (18) is fixedly installed on the outer wall of the output shaft body (26), and the output shaft gear (18) meshes with the input gear (3).

4. The hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, The front drive shaft bevel gear (20) is fixedly mounted with the front drive shaft (22), and the front drive shaft (22) is fixedly mounted with the front axle (24).

5. A hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, The rear drive shaft bevel gear (21) is fixedly mounted with the rear drive shaft (23), and the rear drive shaft (23) is fixedly mounted with the rear axle (25).

6. The hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, The second electromagnetic clutch (11) engages with the sidewalls of the first gear drive gear (12) and the second gear drive gear (10).

7. A hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, The inner wall of the first driven gear (16) is fixedly installed with the output shaft body (26), and the inner wall of the second driven gear (17) is fixedly installed with the output shaft body (26).

8. A hybrid power system for a four-wheel drive all-terrain vehicle according to claim 1, characterized in that, An idler shaft (6) is fixedly installed in the inner wall of the idler gear (5).

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