WO2021088899A1 - 全地形车及其混合动力总成 - Google Patents

全地形车及其混合动力总成 Download PDF

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Publication number
WO2021088899A1
WO2021088899A1 PCT/CN2020/126604 CN2020126604W WO2021088899A1 WO 2021088899 A1 WO2021088899 A1 WO 2021088899A1 CN 2020126604 W CN2020126604 W CN 2020126604W WO 2021088899 A1 WO2021088899 A1 WO 2021088899A1
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Prior art keywords
motor
cover
terrain vehicle
power assembly
hybrid power
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PCT/CN2020/126604
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English (en)
French (fr)
Inventor
邓正常
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赛格威科技有限公司
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Publication of WO2021088899A1 publication Critical patent/WO2021088899A1/zh
Priority to US17/730,383 priority Critical patent/US20220250461A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/0203—Gearboxes; Mounting gearing therein the gearbox is associated or combined with a crank case of an engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02065—Gearboxes for particular applications for vehicle transmissions for motorcycles or squads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present disclosure relates to the technical field of all-terrain vehicles, and in particular to an all-terrain vehicle and its hybrid power assembly.
  • all-terrain vehicles generally adopt a single power source driving mode, and the single power source is usually a fuel engine or a power motor. If the power source is a fuel engine, all-terrain vehicles generally have insufficient power at low engine speeds; at the same time, because the engine has to work under all operating conditions, the mixture is not fully burned during low-speed and variable operating conditions. , Low thermal efficiency, high fuel consumption, high content of harmful gases in the exhaust; if the power source is a power motor, the all-terrain vehicle has the advantages of no exhaust gas emission during driving, low noise and simple structure, but at the same time there is a short cruising range , The disadvantages of high battery cost, long charging time, short battery life and high maintenance cost.
  • an objective of the present disclosure is to propose a hybrid power assembly for an all-terrain vehicle, which can improve the power performance of the all-terrain vehicle and reduce exhaust emissions.
  • the present disclosure further proposes an all-terrain vehicle.
  • the hybrid power assembly of the all-terrain vehicle includes an engine, the engine includes a crankshaft and a crankcase, the crankshaft is mounted on the crankcase, and the crankcase includes a motor mounting cover, The first shaft end extends out of the motor mounting cover; a motor, the motor includes: a motor housing, a motor cover, a stator and a rotor, the motor housing is mounted between the motor mounting cover and the motor cover, The stator is fixed in the motor housing, the rotor is arranged on the inner circumference of the stator and is rotatable relative to the stator, and the rotor is connected with the first shaft end of the crankshaft.
  • the power performance of the all-terrain vehicle can be improved, and an appropriate power source can be selected according to the working conditions and road conditions, which can reduce energy consumption, save energy, and reduce harmful gases Emissions.
  • the battery that powers the motor does not need to be continuously discharged for a long time, which can extend the service life of the battery.
  • a housing slot that opens toward the stator is formed in the motor mounting cover, and the motor housing is provided with an accommodating hole, and the accommodating hole communicates with the accommodating slot.
  • the first part of the stator is accommodated in the accommodating groove and the second part is accommodated in the accommodating hole.
  • the outer peripheral surface of the stator is in interference fit with the accommodating hole.
  • the outer circumferential surface of the stator is provided with a convex ring protruding outward, the axial size of the convex ring is smaller than the axial size of the accommodating hole, and the outer circumferential surface of the convex ring Interference fit with the accommodating hole.
  • the motor further includes an outlet end and an outlet box cover, the outlet end is connected to the stator, and the outlet box cover is disposed on the motor cover away from the motor housing.
  • the motor cover On one side, the motor cover is provided with a perforation, a accommodating space for the outlet end is defined between the motor cover and the outlet box cover, and the outlet end extends out of the motor cover and is accommodated in the container. ⁇ In the space.
  • the motor further includes: a gasket, the gasket being arranged at a joint surface of the motor cover and the outlet box cover.
  • the motor cover is provided with a first bearing hole
  • the rotor is provided with a first rotor bearing fitted in the first bearing hole.
  • the motor mounting cover is detachably mounted on the crankcase
  • the motor housing is detachably mounted on the motor mounting cover
  • the motor cover is detachably mounted on On the motor housing
  • the outlet box cover is detachably mounted on the motor cover.
  • the motor includes a motor shaft, the rotor is fixed on the motor shaft, and the first shaft end of the crankshaft is splined with the shaft end of the motor shaft.
  • the first shaft end of the crankshaft is provided with an external spline
  • the shaft end of the motor shaft is provided with an internal spline and a second rotor bearing
  • the motor mounting cover is provided with a second bearing
  • the inner spline is matched with the outer spline
  • the second bearing hole is matched with the second rotor bearing.
  • the motor further includes: an airbag connected to the motor cover and communicating with the inner space of the motor housing.
  • an air hole is provided on the motor cover, a connecting tube is connected between the air hole and the airbag, the connecting tube is bent and arranged toward the upper part of the crankcase, and the airbag is arranged On the upper part of the crankcase.
  • the hybrid power assembly further includes: a continuously variable transmission, the continuously variable transmission is provided on the crankcase, the second end of the crankshaft extends out of the crankcase, so The second shaft end of the crankshaft is connected with the input part of the continuously variable transmission.
  • the hybrid powertrain further includes: a high-low gear transmission, the high-low gear transmission is disposed in the crankcase and is spaced apart from the crankshaft, and the high-low gear transmission includes: an input shaft And an output shaft, a transmission gear set is arranged between the input shaft and the output shaft, and the input shaft is connected with the output part of the continuously variable transmission.
  • the all-terrain vehicle according to the present disclosure includes the hybrid powertrain of the all-terrain vehicle.
  • Fig. 1 is a schematic diagram of a hybrid powertrain according to an embodiment of the present disclosure
  • Figure 2 is an exploded view of the engine and the continuously variable transmission
  • Figure 3 is an exploded view of the hybrid powertrain shown in Figure 1 at the motor;
  • Figure 4 is an exploded view of the motor
  • Figure 5 is an exploded view of the crankcase of the engine
  • Figure 6 is a schematic diagram of the second side case and the crankshaft
  • Figure 7 is an exploded view of the crankcase
  • Figure 8 is an exploded view of the crankcase
  • Figure 9 is a schematic diagram of the second bearing
  • Fig. 10 is a schematic view of the first bearing.
  • crankshaft 10 crankshaft 10; external spline 11; crankcase 20;
  • Motor mounting cover 30 accommodating groove 31; second bearing hole 32;
  • Motor 200 motor housing 210; accommodating hole 211; motor cover 220; perforation 221; first bearing hole 222;
  • Stator 230 convex ring 231; rotor 240; first rotor bearing 241; second rotor bearing 242;
  • Continuously variable transmission 300 high and low gear transmission 400.
  • the hybrid power assembly 1000 is used in an all-terrain vehicle.
  • the all-terrain vehicle further includes a frame, which includes a cockpit.
  • the power compartment, the hybrid powertrain 1000 is installed in the power compartment of the frame.
  • the hybrid power assembly 1000 may include: an engine 100 and a motor 200.
  • the motor 200 is arranged on one axial side of the engine 100, which is the left and right directions shown in Fig. 1. In terms of direction, the motor 200 can be arranged on the right side of the engine 100, and the left side thereof can be correspondingly provided with a transmission, and the transmission can be a continuously variable transmission 300.
  • the traditional all-terrain vehicle is a pure fuel vehicle
  • the all-terrain vehicle of the present disclosure is a hybrid vehicle.
  • the hybrid vehicle can select an appropriate power mode according to actual needs. For example, when the road conditions are good, the driver can choose the engine 100 or The motor 200 is used as the power source. When the road conditions are poor and the power of the engine 100 is insufficient, the driver can use the engine 100 and the motor 200 as the power source at the same time, which can effectively improve the power performance of the all-terrain vehicle, and thus can pass the poor
  • the road conditions provide effective protection.
  • the driver can choose the engine 100 as the power source
  • the fuel is low
  • the driver can choose the electric motor 200 as the power source.
  • the motor 200 can also play a role in energy recovery. For example, when the all-terrain vehicle is parked, the power generated by the engine 100 can be recovered by the motor 200, that is, the motor 200 can be used not only as a motor, but also as a generator. .
  • the hybrid power assembly 1000 composed of the engine 100 and the electric motor 200
  • the power performance of the all-terrain vehicle can be improved, and an appropriate power source can be selected according to the working conditions and road conditions, thereby reducing energy consumption and saving energy. Reduce the emission of harmful gases.
  • the battery that supplies power to the motor 200 does not need to be continuously discharged for a long time, so that the service life of the battery can be extended.
  • the engine 100 includes a crankshaft 10 and a crankcase 20.
  • the crankshaft 10 is mounted on the crankcase 20.
  • the crankcase 20 includes a motor mounting cover 30.
  • the first shaft end (that is, the right end) of the crankshaft 10 extends Motor mounting cover 30.
  • the engine 100 of the present disclosure is provided with a motor mounting cover 30 on one side of the crankcase 20, so that the motor 200 can be installed, so that the motor 200 can be integrated on one side of the engine 100, and the hybrid power assembly 1000 can be improved.
  • the degree of integration can reduce the space occupied by the hybrid powertrain 1000.
  • the motor 200 includes: a motor housing 210, a motor cover 220, a stator 230, a motor shaft 290, and a rotor 240.
  • the motor housing 210 is installed between the motor mounting cover 30 and the motor cover 220, and the stator 230 is fixed to In the motor housing 210, the rotor 240 is arranged on the inner circumference of the stator 230, and the rotor 240 is rotatable relative to the stator 230.
  • the rotor 240 is fixed on the motor shaft 290, and the motor shaft 290 is connected to the first shaft end of the crankshaft 10. It is ensured that the rotor 240 rotates synchronously with the first shaft end of the crankshaft 10.
  • the motor housing 210 can be fixed on the motor mounting cover 30, the motor cover 220 can be fixed on the motor housing 210, and the stator 230 is also fixed in the motor housing 210, so that the main structure of the motor 200 can be fixed. They are all fixed on the side of the crankcase 20 of the engine 100, so that the reliability of the connection between the engine 100 and the motor 200 can be ensured, and the installation of the motor 200 is simple and reliable.
  • the rotor 240 is connected to the crankshaft 10 through the motor shaft 290 and rotates synchronously, so that when any one of the engine 100 and the motor 200 is used as a power source, it can be transmitted to the wheels through the transmission system.
  • the engine 100 and the motor 200 can The shared transmission system can reduce the modification of the all-terrain vehicle and reduce the research and development cost of the all-terrain vehicle.
  • the crankshaft 10 can drive the rotor 240 to rotate synchronously. At this time, part of the power of the engine 100 can be converted into electric energy by the motor 200 and transferred to the battery. The battery can store this part of the electric energy, thereby Reduce energy waste.
  • the motor 200 can transmit power through the crankshaft 10.
  • a housing slot 31 that opens toward the stator 230 is formed in the motor mounting cover 30, and the motor housing 210 is provided with a housing hole 211, and the housing hole 211 communicates with and corresponds to the accommodation slot 31, the first part of the stator 230 is accommodated in the accommodation slot 31, and the second part of the stator 230 is accommodated in the accommodation hole 211.
  • the motor mounting cover 30 can not only play the role of installing the motor 200, but also can be used as a side cover of the motor 200, and part of the stator 230 is also contained therein, which can effectively reduce the hybrid power assembly.
  • the axial size of 1000 can also facilitate the installation and fixation of the stator 230, and can reduce the axial size of the motor housing 210.
  • the outer circumferential surface of the stator 230 is in interference fit with the accommodating hole 211.
  • the interference fit method can enable the stator 230 to be firmly installed in the accommodating hole 211, which can ensure the reliability of the installation between the stator 230 and the motor housing 210, and the interference fit method is simple and easy to implement.
  • the outer circumferential surface of the stator 230 is provided with a convex ring 231 protruding outward.
  • the axial size of the convex ring 231 is smaller than the axial size of the accommodating hole 211, and the outer circumference of the convex ring 231 The surface is in interference fit with the receiving hole 211.
  • the stator 230 is matched with the motor housing 210 by providing a convex ring 231, which can simplify the structure of the stator 230, reduce the weight of the stator 230, and also ensure the installation reliability of the stator 230.
  • the motor 200 may further include an outlet end 250 and an outlet box cover 260.
  • the outlet end 250 is connected to the stator 230, and the outlet box cover 260 is disposed on the motor cover 220.
  • the motor cover 220 is provided with a perforation 221, the motor cover 220 and the outlet box cover 260 define a housing space for the outlet end 250, and the outlet end 250 extends out of the motor cover 220 and is accommodated in the accommodation In the space.
  • the end of the winding wire on the stator 230 is connected to the outlet end 250, and the outlet end 250 is accommodated in the accommodating space, so that the motor cover 220 and the outlet box cover 260 can jointly protect the outlet end 250.
  • the outlet box cover 260 also has the function of covering the motor 200, so as to ensure the structural sealing of the motor 200.
  • the motor 200 may further include: a gasket 270, which is arranged between the motor cover 220 and the outlet box cover 260, as shown in FIG. 4, the gasket 270 is arranged on The joint surface of the motor cover 220 and the outlet box cover 260.
  • the gasket 270 can play a role of sealing, so as to better protect the outlet end 250 and the stator 230. Since the all-terrain vehicle will pass through some wading road conditions, the gasket 270 can play a waterproof role.
  • the sealing gasket 270 may be a rubber gasket.
  • the motor cover 220 is provided with a first bearing hole 222
  • the rotor 240 is provided with a first rotor bearing 241 fitted in the first bearing hole 222
  • a gasket 270 surrounds the accommodation space and the first bearing hole. 222 settings. Therefore, the size of the gasket 270 is appropriate, which can reduce the difficulty of manufacturing the gasket 270, and the gasket 270 can effectively seal the inner space of the motor 200.
  • the motor mounting cover 30 can be detachably mounted on the crankcase 20
  • the motor housing 210 can be detachably mounted on the motor mounting cover 30
  • the motor cover 220 can be detachably mounted on the motor housing 210
  • the outlet box cover 260 can be detachably installed on the motor cover 220. That is, the motor 200 is placed on one side of the crankcase 20 as a whole, so that installation and disassembly can be facilitated, and subsequent further maintenance and replacement of components can be facilitated, and the maintenance cost of the hybrid power assembly 1000 can be reduced.
  • the first shaft end of the crankshaft 10 is splined with the shaft end of the motor shaft 290.
  • the crankshaft 10 and the rotor 240 can move synchronously, and the power can be smoothly transmitted between the two.
  • the first shaft end of the crankshaft 10 is provided with an external spline 11
  • the shaft end of the motor shaft 290 is provided with an internal spline and a second rotor bearing 242
  • the motor mounting cover 30 is provided with a second bearing.
  • the inner spline is matched with the outer spline 11
  • the second bearing hole 32 is matched with the second rotor bearing 242. That is, the shaft end of the motor shaft 290 is sleeved on the first shaft end of the crankshaft 10, and then the inner spline and the outer spline 11 are matched with each other, and the rotor 240 is also fitted in the second shaft through the second rotor bearing 242.
  • the support of the shaft end of the motor shaft 290 and the shaft end of the crankshaft 10 and the reliability of the transmission can be ensured, and the structural reliability of the hybrid powertrain 1000 can be improved.
  • the motor 200 may further include an air bag 280 connected to the motor cover 220, and the air bag 280 communicates with the inner space of the motor housing 210.
  • the airbag 280 can expand and contract. When the internal temperature of the motor 200 is high, part of the gas can enter the airbag 280.
  • the airbag 280 can stabilize the working state of the motor 200, thereby ensuring the stability of the motor 200 and improving The performance of the motor 200.
  • the motor cover 220 is provided with an air hole, and a connecting tube 281 is connected between the air hole and the airbag 280, and the connecting tube 281 is bent toward the upper part of the crankcase 20, and the airbag 280 is arranged on the upper part of the crankcase 20.
  • the airbag 280 provided in this way can make reasonable use of the space around the crankcase 20, which can make the hybrid powertrain 1000 occupy a small space and have a reasonable overall layout.
  • the second shaft end of the crankshaft 10 protrudes from the left side of the crankcase 20, and the second shaft end of the crankshaft 10 is connected with the input part of the continuously variable transmission 300.
  • the continuously variable transmission 300 configured in this way can reasonably utilize the space on the other side of the engine 100, and can improve the integration degree of the hybrid powertrain 1000.
  • the hybrid powertrain 1000 further includes: a high and low gear transmission 400, the high and low gear transmission 400 is arranged in the crankcase 20, and the high and low gear transmission 400 is spaced apart from the crankshaft 10, and the high and low gear transmission 400 includes: A transmission gear set is arranged between the input shaft and the output shaft, between the input shaft and the output shaft, and the input shaft is connected with the output part of the continuously variable transmission 300.
  • crankcase 20 of the engine 100 according to an embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings.
  • the crankcase 20 of the engine 100 may include a first side case 40, a second side case 50, a first case cover 60 and the above-mentioned motor mounting cover 30,
  • the first side case 40 is provided with a first bearing 41
  • the second side case 50 is provided with a second bearing 51
  • the second side case 50 and the first side case 40 are axially opposed to each other
  • the first case cover 60 is provided On the side of the first side box body 40 away from the second side box body 50, that is, the first box cover 60 is provided on the left side of the first side box body 40
  • the second side box body 50 is provided on the first side box body 40. To the right.
  • the first case cover 60 is provided with a third bearing 61, the third bearing 61 corresponds to the first bearing 41, and the motor mounting cover 30 is installed on the side of the second side case 50 away from the first side case 40, that is, the motor is installed
  • the cover 30 is installed on the right side of the second side box 50.
  • the motor mounting cover 30 is provided with a first through hole, the first through hole corresponds to the second bearing 51, and the first through hole is the aforementioned second bearing hole 32.
  • the crankcase 20 is mainly composed of a first side case 40, a second side case 50, a first case cover 60 and a motor mounting cover 30, wherein the first side case 40 and the second side case 50
  • the internal installation space of the crankcase 20 is defined, and the crankshaft 10 and the high and low gear transmission 400 are both arranged in the internal installation space.
  • the structure of the crankcase 20 thus arranged is reliable and can facilitate the installation of multiple components.
  • the first shaft end of the crankshaft 10 can correspondingly pass through the second bearing 51 and the second bearing hole 32 to be connected to the motor shaft 290, and the second shaft end of the crankshaft 10 can pass through the first bearing 41 and the third bearing 61 correspondingly
  • the crankcase 20 thus arranged can effectively support the crankshaft 10, and can ensure the installation reliability of the crankshaft 10 in the crankcase 20, thereby ensuring the working reliability of the engine 100.
  • the first shaft end of the crankshaft 10 has a first sliding surface, and the first sliding surface is fitted in the second bearing 51
  • the second shaft end of the crankshaft 10 has a second sliding surface, and the second sliding surface is fitted on the first bearing 41.
  • the third bearing 61 is provided to the third bearing 61.
  • the first bearing 41, the second bearing 51 and the third bearing 61 are all sliding bearings.
  • Sliding bearings have the characteristics of stable, reliable, and noise-free operation, and under liquid lubrication conditions, the sliding surfaces are separated by lubricating oil without direct contact, and friction loss and surface wear can be greatly reduced.
  • the oil film also has a certain vibration absorption capacity. .
  • the first bearing 41, the second bearing 51, and the third bearing 61 are all provided with communicating oil grooves and oil holes, and the first side housing 40, the second side housing 50 and the first
  • the tank cover 60 is provided with an oil passage communicating with the oil hole.
  • the oil passage can supply oil into the oil groove through the oil hole, which can effectively lubricate the sliding surface of the crankshaft 10, reduce friction loss, and improve the smoothness of the crankshaft 10's rotation.
  • the second side housing 50 is provided with a first mounting hole 52 for mounting the second bearing 51, and the inner circumference of the first mounting hole 52 is formed with a first oil inlet hole 521,
  • the second bearing 51 is formed with a first oil hole 511 and a first oil groove 512 that communicate with each other.
  • the first oil hole 511 corresponds to the first oil inlet 521, and the first oil groove 512 is formed on the inner circumferential surface of the first bearing 41.
  • Lubricating oil can enter the first oil groove 512 from the first oil inlet hole 521 and the first oil hole 511, and the lubricating oil located in the first oil groove 512 can effectively lubricate the first shaft end of the crankshaft 10, which can make the crankshaft 10 rotate smoothly .
  • an oil injection hole 522 is provided at the first mounting hole 52, there is at least one oil injection hole 52, for example, there can be two rows, and the second bearing 51 is provided with a second oil hole. 513.
  • the second oil hole 513 is in communication with the fuel injection hole 522, and the exit end of the fuel injection hole 522 faces the bottom of the piston 70 of the engine 100.
  • the oil injection hole 522 can use oil pressure to spray lubricating oil to the bottom of the piston 70, thereby achieving the function of lubricating the piston 70, reducing the wear on the piston 70, extending the service life of the piston 70, and improving the reliability of the engine 100.
  • the second oil hole 513 and the first oil hole 511 are spaced apart in the circumferential direction of the first bearing 41.
  • the first bearing 41 is formed with a second oil groove 412 and a third oil hole 411
  • the third bearing 61 is formed with a third oil groove and a fourth oil hole
  • the second oil groove 412 and a third oil groove are formed. It is a non-annular oil groove. Therefore, the first bearing 41 and the third bearing 61 can also play a role of lubricating the second shaft end of the crankshaft 10, and the non-annular oil groove can make the oil film pressure at the oil groove uniform and have a good lubrication effect.
  • the engine 100 has a cylinder block, the cylinder block has a center plane, the center plane is perpendicular to the axial direction of the crankcase 20, and the joint plane of the first side case 40 and the second side case 50 is The center planes are not coplanar.
  • the joining plane of the first side box body 40 and the second side box body 50 to be non-coplanar with the central plane, the axial dimensions of the first side box body 40 and the second side box body 50 can be gradually approached. Reducing the axial dimension difference between the two can reduce the difficulty of forming the first side box body 40 and the second side box body 50.
  • the axial size of the first side box 40 and the axial size of the second side box 50 may be the same. Therefore, the first side box body 40 and the second side box body 50 can be manufactured by using similar molds, so that the manufacturing difficulty of the first side box body 40 and the second side box body 50 can be reduced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

一种混合动力总成（1000），包括：发动机（100），发动机（100）包括曲轴（10）和曲轴箱（20），曲轴（10）安装于曲轴箱（20），曲轴箱（20）包括电机安装盖（30），曲轴（10）的第一轴端伸出电机安装盖（30）；电机（200），电机（200）包括电机壳（210）、电机盖（220）、定子（230）和转子（240），电机壳（210）安装于电机安装盖（30）和电机盖（220）之间，定子（230）固定于电机壳（210）内，转子（240）设置于定子（230）的内周且相对定子（230）可转动，转子（240）与曲轴（10）的第一轴端相连接。以及一种全地形车。

Description

全地形车及其混合动力总成
相关申请的交叉引用
本申请要求于2019年11月04日提交的名称为“全地形车及其混合动力总成”的中国专利申请号“201911067893.0”的优先权。
技术领域
本公开涉及全地形车技术领域，尤其是涉及一种全地形车及其混合动力总成。
背景技术
相关技术中，全地形车一般采用单动力源的驱动方式，单动力源通常是一个燃油发动机或者是一个动力电机。如果动力源是一个燃油发动机，全地形车在发动机低转速工况下普遍存在动力不足；同时，由于发动机在所有工况下都要参与工作，在低转速变工况过程中混合气燃烧不充分，热效率低，燃油消耗高，尾气中有害气体含量高；如果动力源是一个动力电机，全地形车具有在行驶过程中无废气排出，噪声小和结构简单等优点，但同时存在续航里程较短、电池成本较高、充电时间长、电池寿命短和维护成本较高等缺点。
公开内容
本公开旨在至少解决现有技术中存在的技术问题之一。为此，本公开的一个目的在于提出一种全地形车的混合动力总成，该混合动力总成可以提升全地形车的动力性能，而且可以减少尾气的排放。
本公开进一步地提出了一种全地形车。
根据本公开的全地形车的混合动力总成，包括：发动机，所述发动机包括曲轴和曲轴箱，所述曲轴安装于所述曲轴箱，所述曲轴箱包括：电机安装盖，所述曲轴的第一轴端伸出所述电机安装盖；电机，所述电机包括：电机壳、电机盖、定子和转子，所述电机壳安装于所述电机安装盖和所述电机盖之间，所述定子固定于所述电机壳内，所述转子设置于所述定子的内周且相对所述定子可转动，所述转子与所述曲轴的第一轴端相连接。
由此，通过设置发动机和电机组成的混合动力总成，可以提高全地形车的动力性能，而且可以根据工况和路况选取合适的动力源，从而可以降低能耗，节省能源，可以减少有害气体的排放。另外，为电机供电的电池也无需长时间持续放电，从而可以延长电池的使用寿命。
在本公开的一些示例中，所述电机安装盖内形成有朝向所述定子敞开的容置槽，所述电机壳设置有容置孔，所述容置孔与所述容置槽连通并对应，所述定子的第一部分容置于所述容置槽内且第二部分容置于所述容置孔内。
在本公开的一些示例中，所述定子的外周面与所述容置孔过盈配合。
在本公开的一些示例中，所述定子的外周面设置有向外凸出的凸环，所述凸环的轴向尺寸小于所述容置孔的轴向尺寸，所述凸环的外周面与所述容置孔过盈配合。
在本公开的一些示例中，所述电机还包括出线端和出线盒盖，所述出线端与所述定子相连接，所述出线盒盖设置于所述电机盖的远离所述电机壳的一侧，所述电机盖设置有穿孔，所述电机盖和所述出线盒盖之间限定出所述出线端的容置空间，所述出线端伸出所述电机盖后容置于所述容置空间内。
在本公开的一些示例中，所述电机还包括：密封垫，所述密封垫垫设于所述电机盖和所述出线盒盖的结合面处。
在本公开的一些示例中，所述电机盖设置有第一轴承孔，所述转子设置有配合在所述第一轴承孔的第一转子轴承。
在本公开的一些示例中，所述电机安装盖可拆卸地安装在所述曲轴箱上，所述电机壳可拆卸地安装在所述电机安装盖上，所述电机盖可拆卸地安装在所述电机壳上，所述出线盒盖可拆卸地安装在所述电机盖上。
在本公开的一些示例中，所述电机包括电机轴，所述转子固定在所述电机轴上，所述曲轴的第一轴端与所述电机轴的轴端花键配合。
在本公开的一些示例中，所述曲轴的第一轴端设置有外花键，所述电机轴的轴端设置有内花键和第二转子轴承，所述电机安装盖设置有第二轴承孔，所述内花键与所述外花键配合，所述第二轴承孔与所述第二转子轴承配合。
在本公开的一些示例中，所述电机还包括：气囊，所述气囊连接于所述电机盖且与所述电机壳的内部空间连通。
在本公开的一些示例中，所述电机盖上设置有气孔，所述气孔与所述气囊之间连接有连接管，所述连接管朝向所述曲轴箱的上部弯折设置，所述气囊设置于所述曲轴箱的上部。
在本公开的一些示例中，所述混合动力总成还包括：无级变速器，所述无级变速器设置于所述曲轴箱上，所述曲轴的第二轴端伸出所述曲轴箱，所述曲轴的第二轴端与所述无级变速器的输入部相连接。
在本公开的一些示例中，所述混合动力总成还包括：高低挡变速器，所述高低挡变速器设置于所述曲轴箱内且与所述曲轴间隔设置，所述高低挡变速器包括：输入轴和输出轴，所述输入轴和所述输出轴之间设置有传动齿轮组，所述输入轴与所述无级变速器的输出部相连接。
根据本公开的全地形车，包括所述的全地形车的混合动力总成。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容 易理解，其中：
图1是根据本公开实施例的混合动力总成的示意图；
图2是发动机和无级变速器的分解图；
图3是图1所示的混合动力总成在电机处的分解图；
图4是电机的分解图；
图5是发动机的曲轴箱的分解图；
图6是第二侧箱体和曲轴的示意图；
图7是曲轴箱的分解图；
图8是曲轴箱的分解图；
图9是第二轴承的示意图；
图10是第一轴承的示意图。
附图标记：
混合动力总成1000；
发动机100；曲轴10；外花键11；曲轴箱20；
电机安装盖30；容置槽31；第二轴承孔32；
第一侧箱体40；第一轴承41；第二油槽411；第三油孔412；
第二侧箱体50；第二轴承51；第一油孔511；第一油槽512；第二油孔513；
第一安装孔52；第一进油孔521；喷油孔522；
第一箱盖60；第三轴承61；
活塞70；
电机200；电机壳210；容置孔211；电机盖220；穿孔221；第一轴承孔222；
定子230；凸环231；转子240；第一转子轴承241；第二转子轴承242；
出线端250；出线盒盖260；密封垫270；气囊280；连接管281；电机轴290；
无级变速器300；高低挡变速器400。
具体实施方式
下面详细描述本公开的实施例，参考附图描述的实施例是示例性的，下面详细描述本公开的实施例。
下面参考图1-图10描述根据本公开实施例的混合动力总成1000，该混合动力总成1000应用于全地形车内，具体地，全地形车还包括：车架，车架包括驾驶舱和动力舱，混合动力总成1000设置于车架的动力舱内。
结合图1-图2所示，根据本公开实施例的混合动力总成1000可以包括：发动机100和电机200，电机200设置于发动机100的轴向一侧，轴向即图1所示的左右方向，电机200可以 设置在发动机100的右侧，其左侧可以对应设置有变速器，变速器可以为无级变速器300。
传统的全地形车为纯燃油车，而本公开的全地形车为混合动力车，混合动力车可以根据实际需要选取合适的动力方式，例如，在路况较好时，驾驶员可以选用发动机100或者电机200作为动力源，在路况较差且发动机100的动力不足时，驾驶员可以同时选用发动机100和电机200作为动力源，这样可以有效提高全地形车的动力性能，从而可以为通过较差的路况提供有效保障，在电池电量较低时，驾驶员可以选用发动机100作为动力源，在燃油较少时，驾驶员可以选用电机200作为动力源。电机200还可以起到回收能量的作用，例如，在全地形车处于驻车状态时，发动机100产生的动力可以通过电机200进行回收，即电机200不仅可以作为电动机使用，还可以作为发电机使用。
由此，通过设置发动机100和电机200组成的混合动力总成1000，可以提高全地形车的动力性能，而且可以根据工况和路况选取合适的动力源，从而可以降低能耗，节省能源，可以减少有害气体的排放。另外，为电机200供电的电池也无需长时间持续放电，从而可以延长电池的使用寿命。
如图2和图3所示，发动机100包括曲轴10和曲轴箱20，曲轴10安装于曲轴箱20，曲轴箱20包括：电机安装盖30，曲轴10的第一轴端(即右端)伸出电机安装盖30。本公开的发动机100通过在曲轴箱20的一侧设置有电机安装盖30，可以起到安装电机200的作用，从而可以将电机200集成在发动机100的一侧，可以提高混合动力总成1000的集成度，可以减小混合动力总成1000的占用空间。
如图3所示，电机200包括：电机壳210、电机盖220、定子230、电机轴290和转子240，电机壳210安装于电机安装盖30和电机盖220之间，定子230固定于电机壳210内，转子240设置于定子230的内周，而且转子240相对定子230可以转动，转子240固定在电机轴290上，电机轴290与曲轴10的第一轴端相连接，这样可以保证转子240与曲轴10的第一轴端同步转动。也就是说，电机壳210可以固定在电机安装盖30上，电机盖220可以再固定在电机壳210上，而且定子230还固定在电机壳210内，这样可以将电机200的主体结构均固定在发动机100的曲轴箱20一侧，从而可以保证发动机100和电机200的连接可靠性，而且电机200安装简单可靠。
其中，转子240通过电机轴290和曲轴10相连接并同步转动，这样在发动机100和电机200中任意一个作为动力源使用时，均可以通过传动系统传递给车轮，换言之，发动机100和电机200可以共用传动系统，从而可以减少全地形车的改动，可以降低全地形车的研发成本。需要说明的是，在发动机100工作时，曲轴10可以带动转子240同步转动，此时，发动机100的部分动力可以通过电机200转换成电能传递给电池，电池可以将该部分电能储存起来，从而可以减少能量浪费。在电机200工作时，电机200可以通过曲轴10传递动力。
根据本公开的一个可选实施例，如图2和图3所示，电机安装盖30内形成有朝向定子230敞开的容置槽31，电机壳210设置有容置孔211，容置孔211与容置槽31连通并对应，定子 230的第一部分容置于容置槽31内，而且定子230的第二部分容置于容置孔211内。也就是说，电机安装盖30不仅可以起到安装电机200的作用，还可以作为电机200的一侧盖板使用，并且定子230的一部分也容置于其中，这样可以有效减小混合动力总成1000的轴向尺寸，也可以方便定子230的安装固定，以及可以减小电机壳210的轴向尺寸。
可选地，定子230的外周面与容置孔211过盈配合。过盈配合的方式可以使得定子230能够牢靠地安装在容置孔211内，可以保证定子230和电机壳210之间的安装可靠性，而且过盈配合的方式简单，易于实施。
进一步地，如图3和图4所示，定子230的外周面设置有向外凸出的凸环231，凸环231的轴向尺寸小于容置孔211的轴向尺寸，凸环231的外周面与容置孔211过盈配合。也就是说，定子230采用了设置凸环231的方式与电机壳210进行配合，这样可以简化定子230的结构，减轻定子230的重量，而且也可以保证定子230的安装可靠性。
根据本公开的一个具体实施例，如图3和图4所示，电机200还可以包括出线端250和出线盒盖260，出线端250与定子230相连接，出线盒盖260设置于电机盖220远离电机壳210的一侧，电机盖220设置有穿孔221，电机盖220和出线盒盖260之间限定出线端250的容置空间，出线端250伸出电机盖220后容置于容置空间内。定子230上的绕组线端部连接在出线端250上，出线端250容置在容置空间内，这样电机盖220和出线盒盖260可以共同保护出线端250。其中，出线盒盖260也具有封盖电机200的作用，从而可以保证电机200的结构密封性。
进一步地，如图3和图4所示，电机200还可以包括：密封垫270，密封垫270设置于电机盖220和出线盒盖260之间，如图4所示，密封垫270垫设于电机盖220和出线盒盖260的结合面处。密封垫270可以起到密封的作用，从而可以更好地保护出线端250和定子230。由于全地形车会经过部分涉水路况，密封垫270可以起到防水的作用。其中，密封垫270可以为橡胶垫。
如图3和图4所示，电机盖220设置有第一轴承孔222，转子240设置有配合在第一轴承孔222的第一转子轴承241，密封垫270围绕容置空间和第一轴承孔222设置。由此，密封垫270的尺寸适宜，这样可以降低密封垫270的制造难度，而且密封垫270可以有效密封电机200的内部空间。
结合图3和图4所示，电机安装盖30可以拆卸地安装在曲轴箱20上，电机壳210可以拆卸地安装在电机安装盖30上，电机盖220可以拆卸地安装在电机壳210上，出线盒盖260可以拆卸地安装在电机盖220上。即电机200整体置于曲轴箱20的一侧，由此，可以方便安装拆卸，而且可以便于后续的进一步维修更换部件，可以降低混合动力总成1000的维修成本。
可选地，曲轴10的第一轴端与电机轴290的轴端花键配合。采用花键配合的方式，可以使得曲轴10和转子240之间同步运动，可以使得动力能够在两者之间平稳传递。
具体地，如图4所示，曲轴10的第一轴端设置有外花键11，电机轴290的轴端设置有内 花键和第二转子轴承242，电机安装盖30设置有第二轴承孔32，内花键与外花键11配合，第二轴承孔32与第二转子轴承242配合。也就是说，电机轴290的轴端套设在曲轴10的第一轴端上，然后内花键和外花键11两者相互配合，并且转子240还通过第二转子轴承242配合在第二轴承孔32内，从而可以保证电机轴290的轴端和曲轴10的轴端的支承以及传动的可靠性，进而可以提高混合动力总成1000的结构可靠性。
根据本公开的一个具体实施例，如图3和图4所示，电机200还可以包括：气囊280，气囊280连接于电机盖220，而且气囊280与电机壳210的内部空间连通。气囊280可以膨胀收缩，在电机200内部温度较高时，部分气体可以进入到气囊280中，该气囊280可以起到稳定电机200工作状态的作用，从而可以保证电机200工作的稳定性，可以提升电机200的工作性能。
其中，电机盖220上设置有气孔，气孔与气囊280之间连接有连接管281，连接管281朝向曲轴箱20的上部弯折设置，气囊280设置于曲轴箱20的上部。如此设置的气囊280可以合理利用曲轴箱20的周围空间，可以使得混合动力总成1000占用空间较小，整体布局合理。
其中，如图1和图2所示，曲轴10的第二轴端伸出曲轴箱20的左侧，曲轴10的第二轴端与无级变速器300的输入部相连接。如此设置的无级变速器300可以合理利用发动机100的另一侧空间，可以提高混合动力总成1000的集成度。
还有，如图2所示，混合动力总成1000还包括：高低挡变速器400，高低挡变速器400设置于曲轴箱20内，而且高低挡变速器400与曲轴10间隔设置，高低挡变速器400包括：输入轴和输出轴，输入轴和输出轴之间设置有传动齿轮组，输入轴与无级变速器300的输出部相连接。通过将高低挡变速器400设置于曲轴箱20内，可以合理利用曲轴箱20的内部空间，而且通过无级变速器300和高低挡变速器400的组合，可以使得混合动力总成1000的输出动力具有多种选择，可以提升混合动力总成1000的动力输出能力。
下面结合附图详细描述一下根据本公开实施例的发动机100的曲轴箱20。
如图5-图8所示，根据本公开实施例的发动机100的曲轴箱20可以包括第一侧箱体40、第二侧箱体50、第一箱盖60和上述的电机安装盖30，第一侧箱体40设置有第一轴承41，第二侧箱体50设置有第二轴承51，第二侧箱体50和第一侧箱体40轴向相对设置，第一箱盖60设置在第一侧箱体40远离第二侧箱体50的一侧，即第一箱盖60设置在第一侧箱体40的左侧，第二侧箱体50设置在第一侧箱体40的右侧。
第一箱盖60设置有第三轴承61，第三轴承61与第一轴承41相对应，电机安装盖30安装于第二侧箱体50远离第一侧箱体40的一侧，即电机安装盖30安装于第二侧箱体50的右侧。而且电机安装盖30设置有第一通孔，第一通孔与第二轴承51相对应，第一通孔即上述的第二轴承孔32。
也就是说，曲轴箱20主要由第一侧箱体40、第二侧箱体50、第一箱盖60和电机安装盖30构成，其中，第一侧箱体40和第二侧箱体50限定出曲轴箱20的内部安装空间，曲轴10 和高低挡变速器400均设置于该内部安装空间内，如此设置的曲轴箱20结构可靠性，以及可以方便多个部件的设置。
其中，曲轴10的第一轴端可以对应穿过第二轴承51和第二轴承孔32，与电机轴290相连，曲轴10的第二轴端可以对应穿过第一轴承41和第三轴承61，如此设置的曲轴箱20可以有效支承曲轴10，可以保证曲轴10在曲轴箱20内的安装可靠性，从而可以保证发动机100的工作可靠性。其中，曲轴10的第一轴端具有第一滑动面，第一滑动面配合在第二轴承51内，曲轴10的第二轴端具有第二滑动面，第二滑动面配合在第一轴承41和第三轴承61内。
可选地，第一轴承41、第二轴承51和第三轴承61均为滑动轴承。滑动轴承具有工作平稳、可靠、无噪声的特点，而且在液体润滑条件下，滑动表面被润滑油分开而不发生直接接触，还可以大大减小摩擦损失和表面磨损，油膜还具有一定的吸振能力。通过采用整体式的滑动轴承，可以有效支承曲轴10，而且可以降低轴承的安装难度。
根据本公开的一个具体实施例，第一轴承41、第二轴承51和第三轴承61均设置有相连通的油槽和油孔，第一侧箱体40、第二侧箱体50和第一箱盖60均设置有与油孔连通的油路。也就是说，油路可以通过油孔向油槽内供油，这样可以有效润滑曲轴10的滑动面，可以减少摩擦损失，可以提升曲轴10的转动顺畅性。
具体地，结合图7-图9所示，第二侧箱体50设置有用于安装第二轴承51的第一安装孔52，第一安装孔52的内周形成有第一进油孔521，第二轴承51形成有相连通的第一油孔511和第一油槽512，第一油孔511与第一进油孔521相对应，第一油槽512形成于第一轴承41的内周面。润滑油可以从第一进油孔521和第一油孔511进入到第一油槽512内，位于第一油槽512内的润滑油可以有效润滑曲轴10的第一轴端，可以使得曲轴10顺畅转动。
进一步地，如图6和图8所示，第一安装孔52处设置有喷油孔522，喷油孔52至少为一个，列如可以为两个，第二轴承51设置有第二油孔513，第二油孔513与喷油孔522连通，喷油孔522的出射端朝向发动机100的活塞70底部。喷油孔522可以利用油压将润滑油喷到活塞70的底部，从而可以达到润滑活塞70的作用，可以减少活塞70处的磨损，可以延长活塞70的使用寿命，可以提高发动机100的工作可靠性。其中，第二油孔513与第一油孔511在第一轴承41周向上间隔设置。
可选地，如图10所示，第一轴承41形成有第二油槽412和第三油孔411，第三轴承61形成有第三油槽和第四油孔，第二油槽412和第三油槽为非环形油槽。由此，第一轴承41和第三轴承61也可以起到润滑曲轴10的第二轴端的作用，非环形油槽可以使得油槽处的油膜压力均匀，润滑效果好。
可选地，如图5所示，发动机100具有缸体，缸体具有中心平面，中心平面与曲轴箱20的轴向垂直，第一侧箱体40和第二侧箱体50的结合平面与中心平面不共面。通过将第一侧箱体40和第二侧箱体50的结合平面设置成与中心平面不共面，可以使得第一侧箱体40和第二侧箱体50的轴向尺寸逐渐靠近，可以减小两者之间的轴向尺寸差，可以降低第一侧箱体40 和第二侧箱体50的成型难度。
具体地，第一侧箱体40的轴向尺寸和第二侧箱体50的轴向尺寸可以相同。由此，第一侧箱体40和第二侧箱体50可以选取接近的模具制造，从而可以降低第一侧箱体40和第二侧箱体50的制造难度。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本公开的范围由权利要求及其等同物限定。

Claims (15)

  1. 一种全地形车的混合动力总成，其特征在于，包括：
    发动机，所述发动机包括曲轴和曲轴箱，所述曲轴安装于所述曲轴箱，所述曲轴箱包括：电机安装盖，所述曲轴的第一轴端伸出所述电机安装盖；
    电机，所述电机包括：电机壳、电机盖、定子和转子，所述电机壳安装于所述电机安装盖和所述电机盖之间，所述定子固定于所述电机壳内，所述转子设置于所述定子的内周且相对所述定子可转动，所述转子与所述曲轴的第一轴端相连接。
  2. 根据权利要求1所述的全地形车的混合动力总成，其特征在于，所述电机安装盖内形成有朝向所述定子敞开的容置槽，所述电机壳设置有容置孔，所述容置孔与所述容置槽连通，所述定子的第一部分容置于所述容置槽内且第二部分容置于所述容置孔内。
  3. 根据权利要求2所述的全地形车的混合动力总成，其特征在于，所述定子的外周面与所述容置孔过盈配合。
  4. 根据权利要求3所述的全地形车的混合动力总成，其特征在于，所述定子的外周面设置有向外凸出的凸环，所述凸环的轴向尺寸小于所述容置孔的轴向尺寸，所述凸环的外周面与所述容置孔过盈配合。
  5. 根据权利要求1所述的全地形车的混合动力总成，其特征在于，所述电机还包括出线端和出线盒盖，所述出线端与所述定子相连接，所述出线盒盖设置于所述电机盖的远离所述电机壳的一侧，所述电机盖设置有穿孔，所述电机盖和所述出线盒盖之间限定出所述出线端的容置空间，所述出线端伸出所述电机盖后容置于所述容置空间内。
  6. 根据权利要求5所述的全地形车的混合动力总成，其特征在于，所述电机还包括：密封垫，所述密封垫垫设于所述电机盖和所述出线盒盖的结合面处。
  7. 根据权利要求5所述的全地形车的混合动力总成，其特征在于，所述电机盖设置有第一轴承孔，所述转子设置有配合在所述第一轴承孔的第一转子轴承。
  8. 根据权利要求5所述的全地形车的混合动力总成，其特征在于，所述电机安装盖可拆卸地安装在所述曲轴箱上，所述电机壳可拆卸地安装在所述电机安装盖上，所述电机盖可拆卸地安装在所述电机壳上，所述出线盒盖可拆卸地安装在所述电机盖上。
  9. 根据权利要求1所述的全地形车的混合动力总成，其特征在于，所述电机包括电机轴，所述转子固定在所述电机轴上，所述曲轴的第一轴端与所述电机轴的轴端花键配合。
  10. 根据权利要求9所述的全地形车的混合动力总成，其特征在于，所述曲轴的第一轴端设置有外花键，所述电机轴的轴端设置有内花键和第二转子轴承，所述电机安装盖设置有第二轴承孔，所述内花键与所述外花键配合，所述第二轴承孔与所述第二转子轴承配合。
  11. 根据权利要求1所述的全地形车的混合动力总成，其特征在于，所述电机还包括：气囊，所述气囊连接于所述电机盖且与所述电机壳的内部空间连通。
  12. 根据权利要求11所述的全地形车的混合动力总成，其特征在于，所述电机盖上设置有气 孔，所述气孔与所述气囊之间连接有连接管，所述连接管朝向所述曲轴箱的上部弯折设置，所述气囊设置于所述曲轴箱的上部。
  13. 根据权利要求1所述的全地形车的混合动力总成，其特征在于，还包括：无级变速器，所述无级变速器设置于所述曲轴箱上，所述曲轴的第二轴端伸出所述曲轴箱，所述曲轴的第二轴端与所述无级变速器的输入部相连接。
  14. 根据权利要求13所述的全地形车的混合动力总成，其特征在于，还包括：高低挡变速器，所述高低挡变速器设置于所述曲轴箱内且与所述曲轴间隔设置，所述高低挡变速器包括：输入轴和输出轴，所述输入轴和所述输出轴之间设置有传动齿轮组，所述输入轴与所述无级变速器的输出部相连接。
  15. 一种全地形车，其特征在于，包括权利要求1-14中任一项所述的全地形车的混合动力总成。
PCT/CN2020/126604 2019-11-04 2020-11-04 全地形车及其混合动力总成 WO2021088899A1 (zh)

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