All-terrain vehicle and powertrain thereof

Abstract

The utility model discloses a kind of all-terrain vehicle and its power assembly, and power assembly includes transmission mechanism, engine, drive motor and generator. Transmission mechanism includes input shaft, output shaft and main transmission shaft. Power assembly further includes connecting housing, connecting housing is equipped with engine interface, motor interface and drive axle interface, engine joint surface is located on the other side of connecting housing and motor joint surface is away, drive axle joint surface and engine joint surface are located on different plane and with motor joint surface is located on different plane. By setting engine interface, motor interface and drive axle interface in connecting housing, three interfaces are respectively oriented different direction, can be respectively drawn mould from three directions to have mould process, simultaneously conducive to the compact arrangement of power assembly, small, save the internal space of all-terrain vehicle.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles capable of traversing various terrains, possessing high passability, maneuverability, and off-road performance. However, due to the limited internal space of ATVs, the placement of hybrid electric drive systems presents significant challenges. To meet the multiple requirements of ATVs for four-wheel drive and hybrid power, the hybrid powertrain needs to be integrated and optimized during the design phase. Existing hybrid ATVs typically require multiple housings to accommodate the engine and drive motor, which necessitates avoiding the location of the transmission mechanism, resulting in a large footprint and encroachment on the cab or cargo box space, hindering the compact design of hybrid ATVs. Utility Model Content

[0003] To address the shortcomings of existing technologies, the purpose of this utility model is to provide an all-terrain vehicle and its powertrain, which occupies a small space.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A powertrain includes a transmission mechanism, an engine, a drive motor, and a generator. The transmission mechanism includes an input shaft, an output shaft, and a main drive shaft. The output shaft and the main drive shaft are connected in a driving relationship. The engine is connected in a driving relationship to the input shaft and can provide driving force via fuel. The drive motor is connected in a driving relationship to the output shaft and can provide driving force via electrical energy. The generator is connected in a driving relationship to the engine via the input shaft. The powertrain also includes a connecting housing with an engine interface, a motor interface, and a drive axle interface. The engine interface has an engine mating surface, the motor interface has a motor mating surface, and the drive axle interface has a drive axle mating surface. The engine mating surface is located on the opposite side of the connecting housing from the motor mating surface. The drive axle mating surface is located on a different plane from both the engine and motor mating surfaces. This design satisfies the steering requirements of the transmission mechanism, is manufacturable, reduces the number of housings, and increases integration.

[0006] Furthermore, the engine mating surface is located on the left side of the connecting housing, the motor mating surface is located on the right side of the connecting housing, and the drive axle mating surface is located behind the connecting housing. The engine mating surface and the motor mating surface are arranged substantially parallel to each other, and the drive axle mating surface is arranged substantially perpendicular to the engine mating surface. This design improves the manufacturability of the connecting housing, and the transmission mechanism only requires one vertical steering maneuver, resulting in a simpler transmission mechanism structure and reduced costs.

[0007] Furthermore, the engine interface is equipped with an input shaft bearing housing, which is connected to the motor interface, allowing the engine and generator to be connected to the input shaft simultaneously.

[0008] Furthermore, the transmission mechanism also includes a transfer shaft that is connected to the main drive shaft, and a transfer shaft bearing housing is provided in the drive axle interface, with the transfer shaft bearing housing passing through the housing.

[0009] Furthermore, the transmission mechanism also includes a secondary drive shaft, which is connected to the transfer shaft. A secondary drive shaft bearing housing is provided on the other end of the connecting housing opposite to the drive axle interface. The secondary drive shaft bearing housing and the transfer shaft bearing housing are coaxially arranged. The secondary drive shaft and the main drive shaft cooperate to transmit power to all wheels, realizing four-wheel drive.

[0010] Furthermore, a first bevel gear is provided on the output shaft, and a first gear cavity is provided in the motor interface. The first bevel gear is rotatably located in the first gear cavity, and the first gear cavity has a connecting port that is connected to the drive bridge interface.

[0011] Furthermore, a second bevel gear is provided on the main drive shaft, and a second gear cavity is provided in the drive axle interface. The second bevel gear is rotatably located in the second gear cavity. The first bevel gear meshes with the second bevel gear through a connecting port, and the steering of the transmission mechanism is achieved through the first bevel gear and the second bevel gear.

[0012] Furthermore, the transmission mechanism also includes a connecting shaft, through which the input shaft and the output shaft are connected. The motor interface is provided with a connecting shaft bearing housing, which is located between the first gear cavity and the input shaft bearing housing.

[0013] Furthermore, the powertrain also includes a shift mechanism, which comprises a shift motor, a shift shaft, a transmission drum, and a shift position sensor. The main shaft of the shift motor is drivenly connected to the shift shaft, which is drivenly connected to the transmission drum. The shift position sensor is located at one axial end near the transmission drum. The motor interface has a shift motor hole, a shift shaft hole, and a shift position sensor hole. The main shaft of the shift motor passes through the shift motor hole, and one end of the shift shaft is rotatably mounted in the shift shaft hole. The shift position sensor is located on the side of the shift position sensor hole facing away from the motor interface. The shift position sensor identifies the position of the transmission drum through the shift position sensor hole, thereby providing gear information.

[0014] An all-terrain vehicle includes a frame, body panels, and a running gear. The body panels at least partially cover the frame; the running gear includes front wheels and rear wheels, which are at least partially located under the frame; wherein the all-terrain vehicle includes a powertrain as described above, the powertrain being at least partially supported by the frame and drively connected to at least one of the front and rear wheels.

[0015] The advantages of this utility model are: by setting an engine interface, a motor interface and a drive axle interface on the connecting housing, the three interfaces face different directions, and can be molded from three directions respectively, thus possessing mold processability. At the same time, it is conducive to the compact arrangement of the powertrain, occupies little space, and saves the internal space of the all-terrain vehicle. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the powertrain provided in the embodiments of this application;

[0017] Figure 2 This is a three-dimensional schematic diagram of the connecting shell provided in the embodiment of this application;

[0018] Figure 3 This is a three-dimensional schematic diagram of the connecting housing provided in an embodiment of this application from another angle;

[0019] Figure 4 This is a front view of the engine mating surface of the connecting housing provided in an embodiment of this application;

[0020] Figure 5 This is a front view of the motor engagement surface of the connecting housing provided in an embodiment of this application;

[0021] Figure 6 This is a front view of the drive axle mating surface of the connecting housing provided in an embodiment of this application;

[0022] Figure 7 This is a three-dimensional schematic diagram of the all-terrain vehicle provided in the embodiments of this application. Detailed Implementation

[0023] 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.

[0024] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this application's specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0025] like Figure 1As shown, this application provides a powertrain 100, which includes a transmission mechanism 11, an engine 12, a drive motor 13, and a generator 14. The transmission mechanism 11 includes an input shaft 111, an output shaft 112, and a main drive shaft 113. The output shaft 112 and the main drive shaft 113 are drive-connected. The engine 12 is drive-connected to the input shaft 111 and can provide driving force through fuel. The drive motor 13 is drive-connected to the output shaft 112 and can provide driving force through electrical energy. The generator 14 is drive-connected to the engine 12 through the input shaft 111, realizing a hybrid drive system of fuel and electricity.

[0026] The powertrain 100 has four operating modes, including pure electric mode, series mode, parallel mode, and engine direct drive mode. In pure electric mode, the drive motor 13 drives the vehicle alone, and the energy of the drive motor 13 comes from the power battery. In series mode, the engine 12 drives the generator 14 to generate electricity, which drives the drive motor 13. In parallel mode, the power of the engine 12 and the drive motor 13 is transmitted to the transmission mechanism 11, which mixes the power of the engine 12 and the drive motor 13 and then delivers the power to each wheel. In engine direct drive mode, the engine 12 operates in its high-efficiency speed range, and the vehicle is directly driven by the engine 12, while the drive motor 13 and the generator 14 do not work.

[0027] To clearly illustrate the technical solution of this application, the following are also defined: Figure 2 and Figure 3 The front, back, left, and right are shown.

[0028] In this embodiment, the crankshaft of the engine 12 is driven by the input shaft 111, and the main shaft of the generator 14 is driven by the input shaft 111. The input shaft 111 can transmit power to the main drive shaft 113 through the output shaft 112, and the main drive shaft 113 outputs power to the wheels, realizing the direct drive mode of the engine. The input shaft 111 can also transmit power to the generator 14, the generator 14 supplies power to the drive motor 13, the drive motor 13 drives the output shaft 112, and finally drives the main drive shaft 113 to output power to the wheels, realizing the series mode. Specifically, the engine 12 is transversely mounted, and the transmission mechanism 11 needs to transmit power from the transversely mounted engine 12 and drive motor 13 to the drive axle. During the power transmission process, there are multiple directional changes, and the bearings of the engine 12, motor, and transmission mechanism 11 need to be supported and covered.

[0029] like Figure 2 and Figure 3As shown, in order to integrate the various components, the powertrain 100 also includes a connecting housing 15, which has an engine interface 151, a motor interface 152, and a drive axle interface 153. The connecting housing 15 provides at least three interfaces for fixing or connecting the engine 12, drive motor 13, generator 14, and transmission mechanism 11, which is beneficial to the compactness of the layout.

[0030] To facilitate the connection of the housing 15 to fix the engine 12, drive motor 13, and generator 14, the engine interface 151 has an engine mating surface 1511, the motor interface 152 has a motor mating surface 1521, and the drive axle interface 153 has a drive axle mating surface 1531. The engine mating surface 1511 is located on the side of the housing 15 opposite to the motor mating surface 1521, allowing the engine 12 to be installed from one side of the housing 15, and the drive motor 13 and generator 14 to be installed from the other side. The drive axle mating surface 1531 is located on a different plane from both the engine mating surface 1511 and the motor mating surface 1521. This arrangement allows the axial direction of the output shaft 112 to be non-parallel to the axial direction of the main drive shaft 113, thus allowing the power output from the engine 12 and drive motor 13 to change direction, supporting the transverse mounting of the engine 12.

[0031] In one implementation, the engine engagement surface 1511 is located on the left side of the connecting housing 15, the motor engagement surface 1521 is located on the right side of the connecting housing 15, and the drive axle engagement surface 1531 is located behind the connecting housing 15. The engine engagement surface 1511 and the motor engagement surface 1521 are basically parallel, and the drive axle engagement surface 1531 is basically perpendicular to the engine engagement surface 1511. This arrangement is beneficial for the engine 12 and the generator 14 to be simultaneously connected to the input shaft 111. The main shaft axis of the drive motor 13 is parallel to the axis of the input shaft 111, and the axis of the main drive shaft 113 is perpendicular to the input shaft 111. This allows the power generated by the engine 12 to be transferred from the transverse input shaft 111 to the longitudinal main drive shaft 113, so that the main drive shaft 113 can transmit power to the drive axle.

[0032] like Figure 4 As shown, in one implementation, the engine interface 151 is provided with an input shaft bearing seat 1512. The input shaft bearing seat 1512 is used to support the input shaft 111 and allow the input shaft 111 to rotate around its axis. The input shaft bearing seat 1512 is connected to the motor interface 152 so that the engine 12 and the generator 14 arranged at both ends of the connecting housing 15 can be connected to the input shaft 111. The engine 12 and the generator 14 are arranged close to each other without interference, effectively saving arrangement space.

[0033] As one implementation, the transmission mechanism 11 also includes a transfer shaft 114, which is connected to the main drive shaft 113. The axis of the transfer shaft 114 is parallel to the axis of the main drive shaft 113 and avoids the engine interface 151 and the motor interface 152, allowing the transfer shaft 114 to extend arbitrarily in its axial direction. The transfer shaft 114 can be used to distribute the power of the main drive shaft 113, thereby transmitting the power of the main drive shaft 113 to another drive axle besides the drive axle driven by the main drive shaft 113, achieving four-wheel drive. Figure 6 As shown, the drive axle interface 153 is provided with a transfer shaft bearing seat 1532, which is connected to the housing 15 through the transfer shaft bearing seat 1532. The transfer shaft 114 passes through the transfer shaft bearing seat 1532 and can rotate freely.

[0034] As one implementation, the transmission mechanism 11 also includes a secondary drive shaft 115. The secondary drive shaft 115 is connected to the transfer shaft 114 via a spline and rotates together around the same axis. A secondary drive shaft bearing housing 154 is provided on the other end of the connecting housing 15 opposite to the drive axle interface 153. The secondary drive shaft bearing housing 154 is coaxially arranged with the transfer shaft bearing housing 1532. Specifically, the drive axle connected to the main drive shaft 113 is either the front axle or the rear axle, and the secondary drive shaft 115 is connected to the other of the front axle and the rear axle. More specifically, the drive axle connected to the main drive shaft 113 is the rear axle, and the secondary drive shaft 115 is connected to the front axle. The main drive shaft 113 and the secondary drive shaft 115 drive different wheels to rotate, thereby realizing a rear-mounted four-wheel drive system.

[0035] In one implementation, the output shaft 112 is provided with a first bevel gear 1121, and the motor interface 152 is provided with a first gear cavity 1523. The first bevel gear 1121 is rotatably disposed in the first gear cavity 1523, and the first gear cavity 1523 has a connecting port 1522a, which is connected to the drive axle interface 153. The main drive shaft 113 is provided with a second bevel gear 1131, and the drive axle interface 153 is provided with a second gear cavity 1533, in which the second bevel gear 1131 is rotatably disposed. The first bevel gear 1121 meshes with the second bevel gear 1131 through the connecting port 1522a. The output shaft 112, through the meshing of the first bevel gear 1121 on it and the second bevel gear 1131 on the main drive shaft 113, can drive the main drive shaft 113 to rotate while changing the direction of power.

[0036] As one implementation, the transmission mechanism 11 also includes a connecting shaft 116, through which the input shaft 111 and the output shaft 112 are connected. A connecting shaft bearing seat 1522 is provided within the motor interface 152, located between the first gear cavity 1523 and the input shaft bearing seat 1512. One end of the connecting shaft bearing seat 1522 is closed, while the other end allows the connecting shaft 116 to extend into it, ensuring that the connecting shaft 116 can rotate freely without axial misalignment. Specifically, the connecting shaft 116 can be paired with two or more gears on the input shaft 111 via two or more gears mounted thereon, achieving multi-gear switching based on different gear ratios.

[0037] As one implementation, the powertrain 100 also includes a shift mechanism (not shown in the figure), which includes a shift motor, a shift shaft, a transmission drum, and a shift position sensor. The main shaft of the shift motor is connected to the shift shaft, which can drive the transmission drum mounted on it to rotate, thereby realizing the shift function. The shift position sensor is located at one end of the transmission drum near the axial direction. The shift position sensor is used to identify the current gear position so as to correctly shift gears and display the gear position.

[0038] Specifically, the motor interface 152 is provided with a shift motor hole 1524, a shift shaft hole 1525, and a shift position sensor hole 1526. The shift motor hole 1524 allows the main shaft of the shift motor to pass through. One end of the shift shaft is rotatably installed in the shift shaft hole 1525. The shift motor can drive the gear drum to rotate through the shift shaft. The shift position sensor is installed on the side of the shift position sensor hole 1526 away from the motor interface 152. The shift position sensor identifies the position of the gear drum through the shift position sensor hole, thereby feeding back gear information. When the gear drum rotates, the profile groove on the gear drum can adjust the position of the shift fork. The shift fork controls the meshing of different gear sets on the connecting shaft 116 and the input shaft 111 through the gear sleeve, thereby realizing electronic shifting.

[0039] In summary, the powertrain 100 provided in this application embodiment integrates the engine 12, drive motor 13, generator 14 and transmission mechanism 11 by setting a connecting housing 15 and three interfaces on the connecting housing 15. The layout between components is more compact, which is beneficial to shorten the length of each shaft and reduce the number of gears. While increasing the integration of the powertrain 100, it can also reduce the weight.

[0040] Understandably, a powertrain 100 is advantageous for the space layout of hybrid all-terrain vehicles. For example... Figure 7As shown, this application also provides an all-terrain vehicle 200, including a frame 21, a body panel 22, and a running gear 23. The frame 21 forms the basic framework of the all-terrain vehicle 200 and serves as the basis for the arrangement of other components; the body panel 22 at least partially covers the frame 21 and provides protection for the various components housed therein; the running gear 23 includes a front wheel 231 and a rear wheel 232, which are at least partially located below the frame 21; wherein, the all-terrain vehicle 200 includes a powertrain 100 as described above, which is at least partially supported by the frame 21 and drivenly connected to at least one of the front wheel 231 and the rear wheel 232.

[0041] Specifically, the all-terrain vehicle 200 can be a rear-mounted four-wheel drive system. The engine 12, drive motor 13 and generator 14 are all located at the rear of the all-terrain vehicle 200 and are mounted together through the connecting housing 15. The transmission mechanism 11 is used to transmit power to the front wheel 231 and the rear wheel 232. Since the powertrain 100 occupies little space, it can reduce the encroachment on the interior space of the all-terrain vehicle 200.

[0042] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that the above embodiments do not limit this utility model in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this utility model.

Claims

1. A powertrain, comprising: A transmission mechanism, comprising an input shaft, an output shaft, and a main drive shaft, wherein the output shaft and the main drive shaft are connected in a driving connection; An engine, which is drive-connected to the input shaft; A drive motor, which is connected to the output shaft in a transmission manner; A generator, which is connected to the engine via the input shaft; Its features are, The powertrain also includes a connecting housing, which has an engine interface, a motor interface and a drive axle interface. The engine interface has an engine mating surface, the motor interface has a motor mating surface, and the drive axle interface has a drive axle mating surface. The engine mating surface is located on the other side of the connecting housing opposite to the motor mating surface. The drive axle mating surface is located on a different plane from the engine mating surface and on a different plane from the motor mating surface.

2. The powertrain according to claim 1, characterized in that, The engine mating surface is located on the left side of the connecting housing, the motor mating surface is located on the right side of the connecting housing, and the drive axle mating surface is located behind the connecting housing. The engine mating surface and the motor mating surface are basically parallel to each other, and the drive axle mating surface and the engine mating surface are basically perpendicular to each other.

3. The powertrain according to claim 1, characterized in that, The engine interface is provided with an input shaft bearing housing, which is connected to the motor interface.

4. The powertrain according to claim 1, characterized in that, The transmission mechanism also includes a transfer shaft, which is connected to the main drive shaft. The drive axle interface is provided with a transfer shaft bearing seat, which is disposed through the connecting housing.

5. The powertrain according to claim 4, characterized in that, The transmission mechanism also includes a secondary drive shaft, which is connected to the transfer shaft. A secondary drive shaft bearing housing is provided on the other end of the connecting housing opposite to the drive axle interface. The secondary drive shaft bearing housing and the transfer shaft bearing housing are coaxially arranged.

6. The powertrain according to claim 1, characterized in that, The output shaft is provided with a first bevel gear, and the motor interface is provided with a first gear cavity. The first bevel gear is rotatably disposed in the first gear cavity. The first gear cavity has a communication port, and the communication port is connected to the drive bridge interface.

7. The powertrain according to claim 6, characterized in that, The main drive shaft is provided with a second bevel gear, and the drive axle interface is provided with a second gear cavity. The second bevel gear is rotatably disposed in the second gear cavity, and the first bevel gear meshes with the second bevel gear through the communication port.

8. The powertrain according to claim 6, characterized in that, The transmission mechanism further includes a connecting shaft, through which the input shaft and the output shaft are connected. The motor interface is provided with a connecting shaft bearing seat, which is located between the first gear cavity and the input shaft bearing seat.

9. The powertrain according to claim 1, characterized in that, The powertrain also includes a shift mechanism, which comprises a shift motor, a shift shaft, a transmission drum, and a shift position sensor. The main shaft of the shift motor is drivenly connected to the shift shaft, which is drivenly connected to the transmission drum. The shift position sensor is located near one axial end of the transmission drum. The motor interface has a shift motor hole, a shift shaft hole, and a shift position sensor hole. The main shaft of the shift motor passes through the shift motor hole. One end of the shift shaft is rotatably disposed within the shift shaft hole. The shift position sensor is located on the side of the shift position sensor hole facing away from the motor interface. The shift position sensor identifies the position of the transmission drum through the shift position sensor hole, thereby providing gear information.

10. An all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system comprising a front wheel and a rear wheel, the front wheel and the rear wheel being at least partially located under the frame; characterized in that the all-terrain vehicle comprises a powertrain as claimed in any one of claims 1 to 9, the powertrain being at least partially supported by the frame and drively connected to at least one of the front wheel and the rear wheel.

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