Power assembly

Abstract

The invention discloses a power assembly. The power assembly comprises an outer shell, a crank connecting rod mechanism, a speed change mechanism, an air distribution mechanism, a piston mechanism and a lubricating mechanism. The lubricating mechanism comprises an oil cooler and an oil pump which are communicated with each other. The lubricating mechanism further comprises a main oil duct, a first sub-oil duct, a second sub-oil duct and a pressure release valve, the main oil duct communicates with the oil cooler, and the main oil duct is used for providing lubricating oil for the crank-link mechanism and the gas distribution mechanism; the first sub oil duct is communicated with the main oil duct and is used for providing lubricating oil for the speed change mechanism; the second sub oil duct is communicated with the oil cooler and is used for providing lubricating oil for the piston; the pressure release valve is communicated with the main oil duct, or the pressure release valve is arranged on the oil pump and communicated with the oil pump, the pressure release valve comprises a valve body and a valve element arranged in the valve body, and the valve body and the valve element are connected in an abutting mode and form line contact. According to the arrangement, the oil channels are reasonably arranged, so that machining of the lubricating mechanism and shunting of lubricating points are facilitated, and the lubricating effect of the power assembly can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of power devices, in particular to a power assembly. Background Art

[0002] The lubricating oil channel is used to transport lubricating oil to various components of the powertrain to achieve lubrication of each component and ensure the normal operation of the powertrain. In the prior art, when arranging the lubricating oil channel of the powertrain, only the lubrication requirements of the components that need lubrication are usually considered, but there is a lack of consideration for the overall layout planning of the oil channel and how to process the oil channel, which leads to unreasonable layout of the oil channel position and poor lubrication effect. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide a power assembly whose lubrication mechanism has a better lubrication effect.

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

[0005] A powertrain, comprising an outer shell, a crank-connecting rod mechanism, a speed change mechanism, a valve mechanism, a piston mechanism, and a lubricating mechanism. The outer shell is formed with a receiving space, the crank-connecting rod mechanism is at least partially arranged in the receiving space, the crank-connecting rod mechanism comprises a crankshaft and a connecting rod connected to the crankshaft, the speed change mechanism is at least partially arranged in the receiving space, the valve mechanism is at least partially arranged in the receiving space, the piston mechanism comprises a piston arranged in the receiving space, the lubricating mechanism is at least partially arranged in the receiving space and is used to lubricate the powertrain, the lubricating mechanism comprises an oil cooler and an oil pump, the oil pump is connected to the oil cooler, and the oil pump provides lubricating oil to the oil cooler. The lubrication mechanism also includes: a main oil channel, which is connected to an oil cooler and is used to provide lubricating oil to the crank-connecting rod mechanism and the valve mechanism; a first sub-oil channel, which is connected to the main oil channel and is used to provide lubricating oil to the speed change mechanism; a second sub-oil channel, which is connected to the oil cooler and is used to provide lubricating oil to the piston; a pressure relief valve, which is connected to the main oil channel, or the pressure relief valve is arranged on the oil pump and is connected to the oil pump, and the pressure relief valve includes a valve body and a valve core arranged in the valve body, and the valve body abuts against the valve core and forms a line contact.

[0006] Furthermore, there are N connecting rods and N+1 journals on the crankshaft, and the N+1 journals are arranged in sequence at intervals; wherein, the main oil channel provides lubricating oil to the N+1 journals respectively; and the lubricating oil output from the main oil channel provides lubricating oil to the N connecting rods respectively when passing through the 1st to Nth journals, and the remaining N+1th journal provides lubricating oil to the valve mechanism, and N is an integer greater than or equal to 1.

[0007] Furthermore, a starting gear is arranged on the crank, and the starting gear is arranged on a side close to the first journal of the crankshaft, and the first journal provides lubricating oil to the starting gear.

[0008] Furthermore, the main oil passage provides more lubricating oil to the first journal than to any one of the second to the (N+1)th journals.

[0009] Furthermore, the powertrain also includes a tensioner, and a route for the N+1th journal to provide lubricating oil to the valve mechanism branches off to provide lubricating oil to the tensioner.

[0010] Furthermore, the ratio of the inner diameter of a single oil delivery hole through which the main oil channel supplies lubricating oil to the journal to the inner diameter of the oil delivery hole through which the second sub-oil channel supplies lubricating oil to the piston is greater than or equal to 4 and less than or equal to 6.

[0011] Furthermore, the first sub-oil passage is divided into two branch oil passages to respectively provide lubricating oil to the main shaft and the secondary shaft; and throttle plugs are provided on the two branch oil passages to provide lubricating oil to the secondary shaft.

[0012] Furthermore, a piston nozzle assembly is arranged on the second sub-oil passage, and the piston nozzle assembly includes two symmetrically arranged cooling nozzles, and the second sub-oil passage provides lubricating oil to the two cooling nozzles respectively.

[0013] Furthermore, the inner diameter of the second sub-oil channel is smaller than the diameter of the cooling nozzle.

[0014] Furthermore, the pressure relief valve includes an input port and an output port, a first conical surface is provided on a side of the valve body close to the input port, a second conical surface is provided on a side of the valve core close to the input port, the first conical surface and the second conical surface abut against and form a line contact, the valve core is basically cylindrical, and the angle between the first conical surface and the axis of the valve core is greater than the angle between the second conical surface and the axis of the valve core.

[0015] The lubrication mechanism of the power assembly can arrange lubrication points according to the structure of the outer shell, so that the oil channels of the lubrication mechanism are arranged reasonably, which can facilitate the diversion of the lubrication points and the processing of the lubrication mechanism, thereby improving the lubrication effect of the power assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the structure of the powertrain of this application.

[0017] Figure 2 An exploded diagram of the powertrain of this application.

[0018] Figure 3 This is a partial structural schematic diagram of the powertrain of this application.

[0019] Figure 4 This is a partial structural cross-sectional view of the powertrain of the present application.

[0020] Figure 5 This is a schematic diagram of the connection of the lubrication mechanism of the power assembly of the present application.

[0021] Figure 6 This is a schematic diagram of the partial structural connection of the lubrication mechanism of the power assembly of the present application.

[0022] Figure 7 This is a schematic diagram of the structure of the oil pump and pressure relief valve of the power assembly of the present application.

[0023] Figure 8 It is a cross-sectional view of the oil pump and the pressure relief valve of the power assembly of the present application.

[0024] Fig. 9 This is a schematic diagram of the structure of the oil filter, oil pump and oil pan of the power assembly of the present application.

[0025] Fig.10 This is a schematic diagram of the structure of the oil filter and oil cooler of the powertrain of the present application.

[0026] Fig.11 This is a schematic diagram of the structure of the oil filter channel of the powertrain of the present application.

[0027] Fig.12 This is a schematic diagram of the structure of the crankcase, speed change mechanism and throttle plug of the power assembly of the present application.

[0028] Fig.13 It is a cross-sectional view of a throttle plug of the powertrain of the present application.

[0029] Fig.14 This is a schematic diagram of the positions of the throttle plug and the speed change mechanism of the power assembly of the present application.

[0030] Fig.15 This is a schematic diagram of a portion of the structure of the cylinder block of the powertrain of the present application.

[0031] Fig.16 This is a schematic diagram of a part of the structure of the cylinder block of the powertrain of the present application from another angle.

[0032] Fig.17 This is a schematic structural diagram of the second sub-oil channel and piston oil spray pipe assembly of the present application. DETAILED DESCRIPTION

[0033] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific implementation modes of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the implementation modes of the present invention.

[0034] Figure 1 and Figure 2A power assembly 100 is shown, which includes an outer shell 11, a crank connecting rod mechanism 12, a piston mechanism 13, a valve mechanism 14, an ignition device 15, an intake and exhaust mechanism 16, a speed change mechanism 17, and a lubrication mechanism 18 (refer to Figure 5 ) and the balance shaft mechanism 19 (refer to Figure 3 ). An accommodating space 111 is formed in the outer shell 11, and the crank-connecting rod mechanism 12, the piston mechanism 13, the valve mechanism 14, the ignition device 15, the intake and exhaust mechanism 16, the speed change mechanism 17, the lubrication mechanism 18, and the balance shaft mechanism 19 are all arranged in the accommodating space 111.

[0035] In this embodiment, the outer shell 11 includes a cylinder head cover 112, a cylinder head 113, a cylinder block 114, a crankcase 115 and an oil pan 116. The cylinder head cover 112, the cylinder head 113, the cylinder block 114, the crankcase 115 and the oil pan 116 are connected in sequence. Among them, a first accommodating space 1131 is formed in the cylinder head 113, and the ignition device 15, the valve mechanism 14 and the intake and exhaust mechanism 16 are at least partially arranged in the first accommodating space 1131. A second accommodating space 1141 is formed in the cylinder block 114, and the piston mechanism 13 is at least partially arranged in the second accommodating space 1141. Specifically, the cylinder block 114 is provided with a cylinder hole 1142 (refer to Figure 4 ), the piston mechanism 13 is at least partially disposed in the cylinder bore 1142. A third accommodating space 1151 is formed in the crankcase 115, and the crank-connecting rod mechanism 12, the speed change mechanism 17, the lubrication mechanism 18 and the balance shaft mechanism 19 are at least partially disposed in the third accommodating space 1151. The lubrication mechanism 18 is also at least partially disposed in the oil pan 116.

[0036] As an implementation method, the combustion chamber of the power assembly 100 is composed of the bottom of the cylinder head 113 and the top of the cylinder body 114. The crank-connecting rod mechanism 12 is connected to the piston mechanism 13 so that the movement of the piston mechanism 13 can drive the crank-connecting rod mechanism 12 to move. The valve mechanism 14 is in transmission connection with the crank-connecting rod mechanism 12, and the valve mechanism 14 is in abutment with the intake and exhaust mechanism 16. The movement of the crank-connecting rod mechanism 12 can also drive the valve mechanism 14 to move, so that the valve mechanism 14 can control the intake and exhaust of the intake and exhaust mechanism 16. Through the above arrangement, the normal operation of the power assembly 100 can be achieved.

[0037] Specifically, the crank-connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod 122, and the crankshaft 121 and the piston mechanism 13 are connected through the connecting rod 122 to achieve power transmission between the crankshaft 121 and the piston mechanism 13. The valve mechanism 14 includes a camshaft assembly 141 and a timing assembly 142, and the crankshaft 121 and the camshaft assembly 141 are transmission-connected through the timing assembly 142, so that the crankshaft 121 can drive the camshaft assembly 141 to move. The intake and exhaust mechanism 16 includes an intake component 161 and an exhaust component 162. The camshaft component 141 includes a camshaft 1411, a first cam 1412 and a second cam 1413. The first cam 1412 and the second cam 1413 are both arranged on the camshaft 1411. The first cam 1412 abuts against the intake component 161, and the second cam 1413 abuts against the exhaust component 162. The camshaft 1411 is connected to the crankshaft 121 through the timing component 142, so that the crankshaft 121 can drive the first cam 1412 on the camshaft 1411 to control the intake of the intake component 161, and the crankshaft 121 can drive the second cam 1413 on the camshaft 1411 to control the exhaust of the exhaust component 162. The speed change mechanism 17 includes a main shaft 171, a secondary shaft 172, a shift fork shaft 173 and a shift fork 174. The main shaft 171 is respectively connected to the crankshaft 121 and the secondary shaft 172. The main shaft 171 receives power transmitted from the crankshaft 121 and transmits the power to the secondary shaft 172 through a meshing gear set, and then outputs the power to the outside through the secondary shaft 172. Figure 3 and Figure 4 As shown, specifically, a plurality of pairs of mutually cooperating shift gears 177 are provided on the main shaft 171 and the secondary shaft 172, and power is transmitted through the shift gears 177. Among them, the shift fork 174 is at least partially sleeved on the shift fork shaft 173. A shift fork groove 1771 is provided on the shift gear 177, and the shift fork 174 is at least partially located in the shift fork groove 1771, so that the shift fork 174 can adjust the meshing relationship of the shift gear 177 so that the speed change mechanism 17 transmits power with different multiples of transmission ratios. The balance shaft mechanism 19 is transmission-connected to the crankshaft 121 to solve the dynamic balance problem when the crankshaft 121 rotates. In order to clearly illustrate the technical solution of the present application, it is also defined as follows: Figure 1 In the present application, the length direction of the powertrain 100 refers to the front, rear, left, right, top, and bottom. Figure 1 The front-to-rear direction in the diagram, the width direction of the powertrain 100 refers to Figure 1 The left and right directions in the figure, the height direction of the powertrain 100 refers to Figure 1 The up and down directions in .

[0038] like Figure 3 Shown ，As an implementation method, a projection plane 101 perpendicular to the axial direction of the secondary shaft 172 is defined. In the present application, the axis of the secondary shaft 172 extends substantially along the width direction of the powertrain 100, and therefore, the projection plane 101 is substantially perpendicular to the width direction of the powertrain 100. The projection of the rotation center of the crankshaft 121 along the axial direction of the secondary shaft 172 on the projection plane 101 is the first projection point, the projection of the axis of the main shaft 171 along the axial direction of the secondary shaft 172 on the projection plane 101 is the second projection point, the projection of the axis of the secondary shaft 172 along the axial direction of the secondary shaft 172 on the projection plane 101 is the third projection point, the line connecting the first projection point and the second projection point is the first line L1, the line connecting the second projection point and the third projection point is the second line L2, and the angle α1 formed by the first line L1 and the second line L2 is set to be greater than or equal to 60° and less than or equal to 90°. Further, the angle α1 formed by the first line L1 and the second line L2 is set to be greater than or equal to 68° and less than or equal to 82°. Furthermore, the angle α1 formed by the first connecting line L1 and the second connecting line L2 is set to be greater than or equal to 72° and less than or equal to 80°. Through the above setting, it is possible to avoid the angle α1 being too large, which may cause the distance between the secondary shaft 172 and the crankshaft 121 along the length direction of the power assembly 100 to be too large, thereby avoiding the distance between the secondary shaft 172 and the crankshaft 121 to be too large and increase the length of the power assembly 100 in the length direction; it is also possible to avoid the angle α1 being too small, which may cause interference between the secondary shaft 172 and the crankshaft 121, or avoid the angle α1 being too small, which may cause interference between the secondary shaft 172, the crankshaft 121 and other parts, or avoid the angle α1 being too small, which may cause the distance between the secondary shaft 172 and the crankshaft 121 along the height direction of the power assembly 100 to be too large, thereby reducing the size of the power assembly 100 in the length direction and the height direction, so as to improve the structural compactness of the power assembly 100.

[0039] As an implementation, the length of the first line L1 can also be limited. Specifically, the length of the first line L1 is set to be greater than or equal to 110 cm and less than or equal to 160 cm. Further, the length of the first line L1 is set to be greater than or equal to 125 cm and less than or equal to 145 cm. Furthermore, the length of the first line L1 is set to 136 cm. Through the above settings, it is possible to prevent the distance between the crankshaft 121 and the main shaft 171 from being too large, thereby increasing the length of the power assembly 100 in the length direction, thereby improving the structural compactness of the power assembly 100; it is also possible to prevent the distance between the crankshaft 121 and the main shaft 171 from being too small, thereby causing interference between the crankshaft 121, the main shaft 171 and other components.

[0040] Similarly, the line from the first projection point to the third projection point is the third line L3, and the length of the third line L3 is limited, which can also achieve the above beneficial effects. Specifically, the length of the third line L3 is set to be greater than or equal to 110 cm and less than or equal to 160 cm. Further, the length of the first line L1 is set to be greater than or equal to 125 cm and less than or equal to 145 cm. Further, the length of the first line L1 is set to 137 cm.

[0041] like Figure 3 As shown, as an implementation method, the lengths of the first line L1 and the third line L3 are substantially equal, and along the height direction of the powertrain 100, the axis of the crankshaft 121 and the axis of the secondary shaft 172 are substantially located on the same height plane. In other words, the first line L1, the second line L2 and the third line L3 form an isosceles triangle, and the second line L2 is the shortest side of the isosceles triangle. Specifically, the ratio of the length of the first line L1 to the length of the second line L2 is greater than or equal to 1.8 and less than or equal to 2.2, and further, the ratio of the length of the first line L1 to the length of the second line L2 is greater than or equal to 1.9 and less than or equal to 2.1. Exemplarily, the length of the first line L1 can also be twice that of the second line L2. Through the above-mentioned setting, it is possible to prevent the above-mentioned ratio from being too large, which would cause the distance between the main shaft 171 and the secondary shaft 172 to be too small, thereby avoiding interference between the main shaft 171, the secondary shaft 172 and other components; it is also possible to prevent the above-mentioned ratio from being too small, which would cause the distance between the main shaft 171 and the secondary shaft 172 to be too large, thereby improving the structural compactness of the main shaft 171 and the secondary shaft 172, and further improving the structural compactness of the powertrain 100.

[0042] like Figure 3 and Figure 4As shown, in order to further improve the structural compactness and space utilization of the power assembly 100, as an implementation method, the maximum distance between the axis of the secondary shaft 172 and the oil pan 116 along the height direction of the power assembly 100 is a first distance Q1, and the maximum distance between the axis of the secondary shaft 172 and the cylinder block 114 along the height direction of the power assembly 100 is a second distance Q2, and the ratio of the first distance Q1 to the second distance Q2 is greater than or equal to 0.28 and less than or equal to 0.42. Further, the ratio of the first distance Q1 to the second distance Q2 is greater than or equal to 0.33 and less than or equal to 0.37. Exemplarily, the ratio of the first distance Q1 to the second distance Q2 is 0.36. When defining the position of the secondary shaft 172, in addition to defining the maximum distance from the secondary shaft 172 to the cylinder block 114, the maximum distance between the secondary shaft 172 and the camshaft 1411 can also be defined; specifically, the maximum distance between the axis of the secondary shaft 172 and the camshaft 1411 along the height direction of the power assembly 100 is the third distance Q3, and the ratio of the first distance Q1 to the third distance Q3 is greater than or equal to 0.38 and less than or equal to 0.56. Further, the ratio of the first distance Q1 to the third distance Q3 is greater than or equal to 0.43 and less than or equal to 0.51; further, the ratio of the first distance Q1 to the third distance Q3 is greater than or equal to 0.45 and less than or equal to 0.49.

[0043] The maximum distance between the axis of the main shaft 171 and the oil pan 116 along the height direction of the power assembly 100 is a fourth distance Q4, the maximum distance between the axis of the main shaft 171 and the cylinder block 114 along the height direction of the power assembly 100 is a fifth distance Q5, and the ratio of the fourth distance Q4 to the fifth distance Q5 is greater than or equal to 0.74 and less than or equal to 1.10. Further, the ratio of the fourth distance Q4 to the fifth distance Q5 is greater than or equal to 0.82 and less than or equal to 1.02. Further, the ratio of the fourth distance Q4 to the fifth distance Q5 is greater than or equal to 0.87 and less than or equal to 0.97.

[0044] Through the above-mentioned arrangement, it is possible to avoid the distance between the main shaft 171, the secondary shaft 172 and the crankshaft 121 being too large, which would cause the space occupied by the main shaft 171, the secondary shaft 172 and the crankshaft 121 to be too large, thereby reducing the volume of the power assembly 100, which is beneficial to improving the structural compactness of the power assembly 100; it is also possible to avoid the distance between the main shaft 171, the secondary shaft 172 and the crankshaft 121 being too small, which would cause interference between the main shaft 171, the secondary shaft 172, the crankshaft 121 and other components, thereby facilitating the normal operation of the main shaft 171, the secondary shaft 172, the crankshaft 121 and other components, and improving the working stability of the main shaft 171, the secondary shaft 172 and the crankshaft 121.

[0045] Therefore, through the above-mentioned setting, the structure of the power assembly 100 can be made more compact while satisfying the normal operation of the power assembly 100. Specifically, the ratio of the height of the power assembly 100 along its height direction to the width along its width direction is greater than or equal to 0.9 and less than or equal to 1.37. More specifically, the ratio of the height of the power assembly 100 along its height direction to the width along its width direction is greater than or equal to 1.02 and less than or equal to 1.25. Furthermore, the ratio of the height of the power assembly 100 along its height direction to the width along its width direction can also be 1.13.

[0046] like Figure 5 As shown, as an embodiment, the lubrication mechanism 18 includes a filter 181, an oil pump 182, a pressure relief valve 183, an oil filter 184, an oil cooler 185, a main oil channel 186 and a sub-oil channel 187. The filter 181, the oil pump 182, the oil filter 184 and the oil cooler 185 are connected in sequence and arranged in the oil pan 116. Among them, the oil pump 182 extracts lubricating oil from the oil pan 116 and increases the pressure of the lubricating oil so that the lubricating oil has the power to flow upward. Specifically, an oil storage space is formed in the oil pan 116, and the oil pump 182 extracts lubricating oil from the oil storage space of the oil pan 116. The filter 181 arranged between the oil pump 182 and the oil pan 116 filters the particulate impurities of the lubricating oil to prevent the particulate impurities from entering the oil pump 182 and damaging the oil pump 182. The oil filter 184 is located between the oil pump 182 and the oil cooler 185, and is used to filter impurities in the lubricating oil again. The oil cooler 185 cools the lubricating oil so that the lubricating oil can take away the heat on the parts while lubricating the parts.

[0047] like Figure 5 As shown, the main oil passage 186 is connected to the oil cooler 185, and the main oil passage 186 is used to provide lubricating oil to the crank-connecting rod mechanism 12 and the valve mechanism 14. Specifically, there are N connecting rods 122, and the crankshaft 121 is provided with N+1 journals, and the 1st to N+1th journals are arranged in sequence; the main oil passage 186 provides lubricating oil to the N+1 journals respectively; and the lubricating oil output by the main oil passage 186 passes through the 1st to Nth journals to provide lubricating oil to the N connecting rods 122 respectively, and the remaining N+1th journal provides lubricating oil to the valve mechanism 14. Among them, N is an integer greater than or equal to 1; the 1st to Nth journals provide lubricating oil to the connecting rod journals of the N connecting rods 122 respectively.

[0048] Since the crankshaft 121 is also provided with a starting gear, which is provided on a side close to the first journal of the crankshaft 121, the first journal can also be provided to provide lubricating oil to the starting gear. Therefore, the main oil passage 186 provides more lubricating oil to the first journal than to any one of the second to the N+1th journals.

[0049] In addition, since the N+1th journal has no corresponding connecting rod 122, the lubricating oil moves through the N+1th journal to the camshaft 1411 and the tensioner in the powertrain 100 to lubricate the valve mechanism 14 and the tensioner. Specifically, a route for the N+1th journal to provide lubricating oil to the valve mechanism 14 branches off to provide lubricating oil to the tensioner.

[0050] For example, in a four-cylinder engine, four connecting rods 122 are provided, and five journals are provided on the crankshaft 121, with the first to fifth journals arranged in sequence; the main oil channel 186 provides lubricating oil to the five journals respectively; and the lubricating oil output by the main oil channel 186 passes through the first to fourth journals to provide lubricating oil to the connecting rod journals of the four connecting rods 122 respectively, and the remaining fifth journal provides lubricating oil to the valve mechanism 14. The lubricating oil provided by the main oil passage 186 to the first journal is more than the lubricating oil provided to any one of the second to fifth journals. The output diameter of the lubricating oil provided by the main oil passage 186 to the first journal is 6 mm, and the output diameter of the lubricating oil provided by the main oil passage 186 to the second to fourth journals is 5 mm. In addition, since the fifth journal does not have a corresponding connecting rod 122, it is set that the lubricating oil moves toward the camshaft 1411 after passing through the fifth journal, and the output diameter of the lubricating oil provided by the main oil passage 186 to the fifth journal is also set to 5 mm. Among them, the output diameter of the lubricating oil provided by the main oil passage 186 to the first journal refers to the inner diameter of the oil delivery hole of the lubricating oil provided by the main oil passage 186 to the first journal; the output diameter of the lubricating oil provided by the main oil passage 186 to the second to fourth journals refers to the inner diameter of the oil delivery hole of the lubricating oil provided by the main oil passage 186 to the second to fourth journals.

[0051] like Figure 5As shown, the sub-oil passage 187 includes a first sub-oil passage 1871 and a second sub-oil passage 1872. The first sub-oil passage 1871 is connected to the main oil passage 186, and the first sub-oil passage 1871 is used to provide lubricating oil to the speed change mechanism 17. As an embodiment, the first sub-oil passage 1871 is divided into two branch oil passages 188 to respectively provide lubricating oil to the main shaft 171 and the secondary shaft 172; and the two branch oil passages 188 are provided with throttle plugs 189, and the throttle plugs 189 provide lubricating oil to the secondary shaft 172. The second sub-oil passage 1872 is connected to the output end of the oil cooler 185, and the second sub-oil passage 1872 is used to provide lubricating oil to the piston mechanism 13. Specifically, the piston mechanism 13 includes a piston 131, and the second sub-oil passage 1872 is used to provide lubricating oil to the piston 131. It should be noted that the ratio of the output diameter of the lubricating oil provided by the main oil passage 186 to the journal and the output diameter of the lubricating oil provided by the second sub-oil passage 1872 to the piston 131 is greater than or equal to 4 and less than or equal to 6. For example, the output diameter of the lubricating oil provided by the main oil passage 186 to the journal is approximately 5 mm, and the output diameter of the lubricating oil provided by the second sub-oil passage 1872 to the piston 131 is 1 mm. The output diameter of the lubricating oil provided by the main oil passage 186 to the journal refers to the inner diameter of a single oil delivery hole for the main oil passage 186 to provide lubricating oil to the journal; the output diameter of the lubricating oil provided by the second sub-oil passage 1872 to the piston 131 refers to the inner diameter of the oil delivery hole for the second sub-oil passage 1872 to provide lubricating oil to the piston 131.

[0052] Through the above-mentioned arrangement, the lubrication mechanism 18 of the powertrain 100 of the present application is designed according to the structure of the outer shell 11 and the arrangement of the lubrication points, so that the oil channel diameter of the lubrication mechanism 18 is reasonably arranged, which is convenient for the diversion of the lubrication points and the processing of the lubrication mechanism 18; and by setting the throttle plug 189 in the branch oil channel 188, the lubrication and cooling requirements between the main shaft 171 and the secondary shaft 172 are further met.

[0053] like Figure 5 As shown, as an implementation mode, the pressure relief valve 183 is connected to the main oil channel 186. When the pressure value in the main oil channel 186 exceeds the preset value of the pressure relief valve 183, the pressure relief valve 183 works.

[0054] like Figure 6 , Figure 7 and Figure 8As shown, as another embodiment, the pressure relief valve 183 is integrated on the oil pump 182, thereby reducing the space occupied by the pressure relief valve 183, and the location of the oil pump 182 is convenient for the maintenance and repair of the pressure relief valve 183. Among them, the oil pump 182 is provided with a pump inlet 1821 and a pump outlet 1822. The filter 181 is connected to the pump inlet 1821 so that the lubricating oil enters the oil pump 182. The oil filter 184 is respectively connected to the pump outlet 1822 and the oil channel so that the pump outlet 1822 and the oil channel are connected, so that the lubricating oil in the oil storage space of the oil pan 116 is transported to the oil channel through the oil pump 182. The oil channel refers to the lubricating oil channel of the powertrain 100 composed of the main oil channel 186 and the sub-oil channel 187. The oil pump 182 is provided with a pressure relief space 1823 connected to the pump outlet 1822. Specifically, the pressure relief valve 183 includes a valve body 1831, a valve core 1832, a pressure relief retaining ring 1833, a spring seat 1834 and a spring 1835. The valve body 1831 is arranged in the pressure relief space 1823, and the valve body 1831 is connected to the oil pump 182, and the connection method can be threaded connection, clamping, welding, etc.; the valve core 1832 is arranged in the valve body 1831, and the pressure relief retaining ring 1833 is clamped in the valve body 1831, serving as a basic support on the opposite side of the valve core 1832; the spring seat 1834 and the spring 1835 are arranged in the valve body 1831, and the spring seat 1834 and the spring 1835 are arranged between the valve core 1832 and the pressure relief retaining ring 1833, and the spring 1835 abuts between the spring seat 1834 and the valve core 1832, so that the valve core 1832 and the valve body 1831 are sealed. The pressure relief valve 183 is provided with an input port 1836 and an output port 1837 . The input port 1836 is connected to the pump outlet 1822 , and the output port 1837 is connected to the oil storage space or the pump inlet 1821 .

[0055] It should be noted that, as an embodiment, the pressure relief valve 183 is arranged at the lower side of the oil pump 182 to facilitate the pressure relief of the pressure relief valve 183. The input port 1836 of the pressure relief valve 183 and the pump outlet 1822 are substantially circular, and the axis of the input port 1836 of the pressure relief valve 183 and the axis of the pump outlet 1822 are substantially vertically arranged, thereby further facilitating the pressure relief of the pressure relief valve 183. There is a gap between at least part of the outer side surface of the valve body 1831 and the inner wall of the pressure relief space 1823.

[0056] Specifically, in order to make the preset threshold of the pressure relief valve 183 and the pressure value of the lubrication mechanism 18 more adaptable, the ratio between the length of the input port 1836 of the pressure relief valve 183 and the length of the output port 1837 of the pressure relief valve 183 is greater than or equal to 3 and less than or equal to 5; further, the ratio between the length of the input port 1836 of the pressure relief valve 183 and the length of the output port 1837 of the pressure relief valve 183 is greater than or equal to 3.5 and less than or equal to 4.5; further, the ratio between the length of the input port 1836 of the pressure relief valve 183 and the length of the output port 1837 of the pressure relief valve 183 is greater than or equal to 3.8 and less than or equal to 4.5.

[0057] In addition, in order to balance the relationship between the lubricating oil pressure output by the oil pump 182 and the pressure on the pressure relief valve 183, the ratio of the inner diameter of the input port 1836 of the pressure relief valve 183 to the inner diameter of the pump outlet 1822 is greater than or equal to 1.3 and less than or equal to 1.9. Further, the ratio of the inner diameter of the input port 1836 of the pressure relief valve 183 to the inner diameter of the pump outlet 1822 is greater than or equal to 1.4 and less than or equal to 1.8; further, the ratio of the inner diameter of the input port 1836 of the pressure relief valve 183 to the inner diameter of the pump outlet 1822 is greater than or equal to 1.5 and less than or equal to 1.7.

[0058] like Figure 5 As shown, the input port 1836 is connected to the main oil passage 186, and the output port 1837 is connected to the oil pan 116, so that the lubricating oil can flow from the main oil passage 186 to the oil pan 116 via the pressure relief valve 183, so as to realize the oil circulation of the lubricating oil, thereby reducing the waste of the lubricating oil. Figure 6 and Figure 8 As shown, optionally, the pressure relief valve 183 can also be set on the oil pump 182 and connected to the oil pump 182, so that the lubricating oil can be directly released to the pump inlet 1822 when the pressure is high, thereby improving the working efficiency of the oil pump 182 and reducing writing losses, and can also facilitate the assembly and maintenance of the pressure relief valve 183.

[0059] like Figure 8As shown, specifically, a first conical surface 1831a is provided on one side of the valve body 1831 close to the input port 1836, and a second conical surface 1832a is provided on one side of the valve core 1832 close to the input port 1836. The first conical surface 1831a and the second conical surface 1832a abut against each other and form a line contact. The valve core 1832 is substantially cylindrical, and an angle β1 between the first conical surface 1831a and the axis of the valve core 1832 is greater than an angle β2 between the second conical surface 1832a and the axis of the valve core 1832. In the prior art, the valve body 1831 and the valve core 1832 abut against each other and form a surface contact through the abutting surface, which easily causes oil residue accumulation, thereby hindering the movement of the valve core 1832 in the valve body 1831, and also easily leads to poor sealing of the pressure relief valve 183. In the present application, the angle β1 between the first conical surface 1831a and the axis of the valve core 1832 is greater than the angle β2 between the second conical surface 1832a and the axis of the valve core 1832, so that the oil residue retained between the valve body 1831 and the valve core 1832 can be carried away by the lubricating oil, and the oil residue is not easy to accumulate between the valve body 1831 and the valve core 1832, thereby avoiding the situation where the pressure relief valve 183 has poor sealing due to the oil residue, and then the working stability of the pressure relief valve 183 can be improved.

[0060] like Fig. 9 As shown, the filter 181 is connected to the oil channel so that the filtered lubricating oil can be transported from the filter 181 to the oil channel, wherein the oil channel refers to the lubricating oil channel of the powertrain 100 composed of the main oil channel 186 and the sub-oil channel 187. In order to facilitate the disassembly and maintenance of the filter 181, a support rod 1161 is provided in the oil pan 116, and the filter 181 is provided on the support rod 1161. The filter 181 is supported by the support rod 1161, replacing the traditional method of fixing the filter 181 to the oil pan 116 with screws. As an embodiment, at least three support rods 1161 are provided, and the three support rods 1161 are arranged at intervals, so as to facilitate improving the connection stability of the filter 181. Specifically, the support rod 1161 is connected to the bottom surface of the inner wall of the oil pan 116, and the support rod 1161 extends upward from the bottom surface of the inner wall of the oil pan 116, thereby facilitating the support rod 1161 to support the filter 181, and at the same time, the space occupied by the support rod 1161 can be smaller, thereby improving the space utilization of the oil pan 116.

[0061] In this embodiment, the filter 181 is provided with an edge 1814 relative to the support rod 1161 , and the edge 1814 is provided at the periphery of the filter 181 , so that the support rod 1161 can support the filter 181 through the edge 1814 .

[0062] It should be noted that the oil pump 182 is arranged above the filter 181, and the oil pump 182 and the filter 181 are connected. The oil pump 182 causes the filter 181 to have a tendency to move toward the support rod 1161, so that the filter 181 is fixed and stable through the upper and lower cooperation of the oil pump 182 and the support rod 1161.

[0063] As an implementation, the filter 181 includes a filter inlet 1811 and a filter outlet 1812, the filter inlet 1811 is located below the filter outlet 1812, and the filter inlet 1811 and the filter outlet 1812 are staggered in the height direction of the power assembly 100, so as to facilitate the filter 181 to filter the lubricating oil and facilitate the transportation of the lubricating oil. Specifically, the filter inlet 1811 is arranged downward, and the filter inlet 1811 and the inner wall of the oil pan 116 are arranged at intervals, so as to facilitate the filter inlet 1811 to extract the lubricating oil from the oil storage space of the oil pan 116.

[0064] In order to improve the convenience of installation, the filter 181 is provided with a positioning groove 1813, and the positioning groove 1813 is arranged on the outer side of the filter 181, for example, the positioning groove 1813 can be arranged on the periphery of the filter outlet 1812, and the depth direction of the positioning groove 1813 is basically consistent with the height direction of the filter 181. During installation, the screw on the oil pump 182 is inserted into the positioning groove 1813, and the positional relationship between the filter 181 and the oil pump 182 is determined based on the positioning groove 1813. Among them, the positioning groove 1813 has various shapes, for example, the positioning groove 1813 can be a concave arc groove, and the positioning groove 1813 can also be a concave cylindrical groove, so as to facilitate the cooperation with the screw.

[0065] like Fig.10 As shown, an oil filter passage 1841 is provided between the oil filter 184 and the oil cooler 185, and the oil filter passage 1841 is used for the movement of lubricating oil from the oil filter 184 to the oil cooler 185. The oil filter passage 1841 needs to avoid the fasteners and plugs in the exhaust, the oil filter 184, and the upper and lower cases of the crankcase 115, such as a cone plug that needs to be avoided on the right side of the oil filter passage 1841; without changing the volume cross-sectional area of ​​the oil filter passage 1841, the conventional practice is to arrange the oil filter passage 1841 in a hollow cylindrical shape, which results in a larger length direction dimension of the power assembly 100. The present application changes the shape of the oil filter passage 1841, and when the volume cross-sectional area of ​​the oil filter passage 1841 remains unchanged, the size of the oil filter passage 1841 along the length direction of the power assembly 100 is reduced, so that the front-to-back direction dimension of the power assembly 100 is reduced. It should be noted that, in the present application, only the oil filter passage 1841 is used as an example for explanation, and other oil passages of the powertrain 100 may also be arranged in a structure consistent with the oil filter passage 1841, thereby achieving the same or similar beneficial effects.

[0066] like Fig.11 As shown, the oil filter passage 1841 includes a first oil passage 1841a and a second oil passage 1841b which are basically vertically arranged. The first oil passage 1841a basically extends along a preset straight line direction, and the second oil passage 1841b is basically a hollow cylinder. A sectional plane 102 perpendicular to the preset straight line direction is defined, and the cross section of the first oil passage 1841a cut by the sectional plane 102 is basically polygonal. Further, the cross section of the first oil passage 1841a cut by the sectional plane 102 is basically quadrilateral. Exemplarily, the cross section of the first oil passage 1841a cut by the sectional plane 102 is basically rectangular. It can be understood that the cross section of the first oil passage 1841a cut by the sectional plane 102 is basically elliptical and is also within the protection scope of the present application, that is, the implementation method in which the size of the oil filter passage 1841 is reduced in any direction is within the protection scope of the present application. Through the above-mentioned arrangement, the dimension of the first oil passage 1841a along the axial direction of the second oil passage 1841b can be reduced, thereby making the dimension of the oil filter oil passage 1841 along the axial direction of the second oil passage 1841b smaller, thereby avoiding the exhaust gas located near the oil filter oil passage 1841, the oil filter 184, and the fasteners and plugs in the upper and lower cases of the crankcase 115, so as to facilitate the normal operation of the powertrain 100.

[0067] In the present application, through the above-mentioned configuration, the ratio of the maximum length of the first oil channel 1841a along the preset straight line direction to the maximum width of the first oil channel 1841a along the axis direction of the second oil channel 1841b can be greater than or equal to 14.3 and less than or equal to 21.6. Specifically, the ratio of the maximum length of the first oil channel 1841a along the preset straight line direction to the maximum width of the first oil channel 1841a along the axis direction of the second oil channel 1841b is greater than or equal to 16.1 and less than or equal to 19.8. More specifically, the ratio of the maximum length of the first oil channel 1841a along the preset straight line direction to the maximum width of the first oil channel 1841a along the axis direction of the second oil channel 1841b can also be 17.9.

[0068] The second oil passage 1841b is divided into two and is arranged at intervals on the first oil passage 1841a to serve as an oil inlet pipe 1841c and an oil outlet pipe 1841d connecting the oil filter 184 and the oil cooler 185. Specifically, the oil inlet pipe 1841c is connected to the oil filter 184, and the oil outlet pipe 1841d is connected to the oil cooler 185. It should be noted that the second oil passage 1841b is basically set as a hollow cylinder in order to connect the oil filter 184 and the oil cooler 185. It can be understood that if the interfaces on the oil filter 184 and the oil cooler 185 are changed to square, the shape of the second oil passage 1841b can also be adjusted.

[0069] In this embodiment, the second oil passage 1841b is connected to the first oil passage 1841a, and the second oil passage 1841b is projected along the axis direction of the second oil passage 1841b so as to overlap at least part of the first oil passage 1841a. Exemplarily, in order to make the structure of the oil filter passage 1841 compact, the oil inlet pipe 1841c and the oil outlet pipe 1841d are arranged on the same side of the first oil passage 1841a, and the connecting positions of the oil inlet pipe 1841c and the oil outlet pipe 1841d on the first oil passage 1841a are staggered along a preset direction to facilitate the delivery of lubricating oil. The preset direction is perpendicular to the preset straight line direction and perpendicular to the axis direction of the second oil passage 1841b. Furthermore, the height of the oil inlet pipe 1841c along the preset direction is the first height, and the height of the oil outlet pipe 1841d along the preset direction is the second height, and the first height is higher than the second height, thereby further improving the input and output efficiency of lubricating oil.

[0070] like Figure 5 and Fig.12 As shown, the throttle plug 189 separates part of the lubricating oil from the first sub-oil passage 1871 and sprays the lubricating oil to the gears on the main shaft 171 and / or the secondary shaft 172. The two branch oil passages 188 are respectively distributed along the two sides of the axis of the secondary shaft 172. The throttle plugs 189 are arranged on the two branch oil passages 188, so that the throttle plugs 189 on the two branch oil passages 188 respectively provide lubricating oil to the main shaft 171 and / or the secondary shaft 172 to ensure the uniformity of lubrication of the secondary shaft 172 and the gears on the secondary shaft 172. Among them, the two branch oil passages 188 are divided into a first branch oil passage 1881 and a second branch oil passage 1882. The output direction of the lubricating oil in the first branch oil passage 1881 and the second branch oil passage 1882 is toward the main shaft 171 and / or the secondary shaft 172. Optionally, the throttle plugs 189 of the first branch oil passage 1881 and the second branch oil passage 1882 respectively provide lubricating oil to both sides of the axis of the secondary shaft 172 .

[0071] like Fig.12 and Fig.13As shown, the throttle plug 189 is provided with a throttle plug oil passage 1891 penetrating the throttle plug 189, and a throttle plug oil injection hole 1892 is provided on the throttle plug oil passage 1891, and the throttle plug oil passage 1891 is connected with the first sub-oil passage 1871 and the throttle plug oil injection hole 1892. Through the above arrangement, the throttle plug 189 can provide lubricating oil to the main shaft 171 and / or the secondary shaft 172, so as to ensure the uniformity of lubrication of the gears on the main shaft 171 and / or the secondary shaft 172. Specifically, the main shaft 171 is provided with a first high-speed gear 1711, and the secondary shaft 172 is provided with a second high-speed gear 1721, and the first high-speed gear 1711 and the second high-speed gear 1721 are gears when the power output demand of the power assembly 100 is high. The output direction of the lubricating oil in the throttle plug oil injection hole 1892 is toward the meshing point between the first high-speed gear 1711 and the second high-speed gear 1721, so as to reduce the wear between the first high-speed gear 1711 and the second high-speed gear 1721, thereby increasing the service life of the main shaft 171 and the secondary shaft 172.

[0072] As an implementation method, the ratio of the aperture of the sub-oil channel 187 to the aperture of the throttle plug oil channel 1891 is greater than or equal to 1 and less than or equal to 1.5; the ratio of the aperture of the throttle plug oil channel 1891 to the aperture of the throttle plug oil injection hole 1892 is greater than or equal to 2 and less than or equal to 3. Specifically, the ratio of the aperture of the sub-oil channel 187 to the aperture of the throttle plug oil channel 1891 is greater than or equal to 1.1 and less than or equal to 1.4; the ratio of the aperture of the throttle plug oil channel 1891 to the aperture of the throttle plug oil injection hole 1892 is greater than or equal to 2.2 and less than or equal to 2.8. More specifically, the ratio of the aperture of the sub-oil channel 187 to the aperture of the throttle plug oil channel 1891 can also be 1.2; the ratio of the aperture of the throttle plug oil channel 1891 to the aperture of the throttle plug oil injection hole 1892 can also be 2.5. Through the above-mentioned arrangement, it is possible to prevent the aperture of the sub-oil channel 187, the aperture of the throttle plug oil channel 1891 and the aperture of the throttle plug oil injection hole 1892 from being too large or too small, thereby improving the flow smoothness of the lubricating oil in the throttle plug 189 and the sub-oil channel 187 to ensure the flow performance of the lubricating oil in the power assembly 100; and the lubricating oil flowing through the throttle plug oil injection hole 1892 can have sufficient power to be delivered to the main shaft 171 and / or the secondary shaft 172, thereby improving the lubrication effect on the main shaft 171 and / or the secondary shaft 172.

[0073] In the present embodiment, the angle between the output direction of the lubricating oil in the throttle plug oil injection hole 1892 and the flow direction of the lubricating oil in the sub-oil channel 187 is set to be greater than or equal to 9.5° and less than or equal to 29.5°. Specifically, the angle between the output direction of the lubricating oil in the throttle plug oil injection hole 1892 and the flow direction of the lubricating oil in the sub-oil channel 187 is set to be greater than or equal to 14.5° and less than or equal to 24.5°. More specifically, the angle between the output direction of the lubricating oil in the throttle plug oil injection hole 1892 and the flow direction of the lubricating oil in the sub-oil channel 187 can also be set to 19.5°. Among them, the beneficial effects of the above-mentioned setting method are basically consistent with the beneficial effects of the setting method of the aperture of the sub-oil channel 187, the aperture of the throttle plug oil channel 1891 and the aperture of the throttle plug oil injection hole 1892, and will not be repeated here.

[0074] like Fig.14 As shown, a reference plane 106 parallel to the axial direction of the secondary shaft 172 is defined, and the angle α2 between the output direction of the lubricating oil in the throttle plug injection hole 1892 and the reference plane 106 is greater than or equal to 10° and less than or equal to 30°. Further, the angle α2 between the output direction of the lubricating oil in the throttle plug injection hole 1892 and the reference plane 106 is greater than or equal to 15° and less than or equal to 25°. Further, the angle α2 between the output direction of the lubricating oil in the throttle plug injection hole 1892 and the reference plane 106 is 20°. Through the above setting, it can be prevented that the angle α2 is too large or too small, resulting in the lubricating oil in the throttle plug injection hole 1892 being unable to be delivered to the meshing portion between the first high-speed gear 1711 and the second high-speed gear 1721, thereby reducing the wear between the first high-speed gear 1711 and the second high-speed gear 1721, and thus increasing the service life of the main shaft 171 and the secondary shaft 172.

[0075] In addition, in order to further reduce the size of the powertrain 100 in the front-to-rear direction while ensuring that the lubricating oil can be delivered to the meshing portion between the first high-speed gear 1711 and the second high-speed gear 1721 through the throttle plug oil injection hole 1892, the distance from the throttle plug oil injection hole 1892 to the meshing portion between the first high-speed gear 1711 and the second high-speed gear 1721 is greater than or equal to 15 mm and less than or equal to 25 mm. Further, the distance from the throttle plug oil injection hole 1892 to the meshing portion between the first high-speed gear 1711 and the second high-speed gear 1721 is greater than or equal to 18 mm and less than or equal to 22 mm. Further, the distance from the throttle plug oil injection hole 1892 to the meshing portion between the first high-speed gear 1711 and the second high-speed gear 1721 is greater than or equal to 19 mm and less than or equal to 21 mm.

[0076] like Fig.13 and Fig.14As shown, in the present application, in order to make the installation angle of the throttle plug 189 adapt to the output direction of the lubricating oil in the throttle plug injection hole 1892, the throttle plug 189 is partially exposed relative to the sub-oil channel 187, and the outer peripheral surface of the exposed part of the throttle plug 189 includes a positioning surface 1893, and the positioning surface 1893 abuts against the inner wall of the crankcase 115, or the positioning surface 1893 faces the crankshaft 121, or the main shaft 171 or the secondary shaft 172. Through the above arrangement, the installation angle of the throttle plug 189 can be limited by the positioning surface 1893 to limit the output direction of the lubricating oil in the throttle plug injection hole 1892. As an embodiment, the positioning surface 1893 is a plane, and the positioning surface 1893 and the throttle plug injection hole 1892 are located on the same surface of the throttle plug 189, so that the throttle plug injection hole 1892 on the throttle plug 189 can correspond to the first high-speed gear 1711 and the second high-speed gear 1721.

[0077] like Figure 5 , Fig.15 , Fig.16 and Fig.17 As shown, the piston mechanism 13 includes a piston 131, and the piston 131 is connected to the connecting rod 122. The temperature of the piston 131 is high during operation. In order to reduce the temperature of the piston 131 and avoid deformation and strength reduction of the piston 131 caused by high temperature, it is necessary to spray oil to cool the end of the piston 131 away from the combustion chamber.

[0078] As an implementation method, the lubrication mechanism 18 also includes a piston oil spray pipe assembly 1872a, which is disposed in the crankcase 115. The piston oil spray pipe assembly 1872a is connected to the second sub-oil channel 1872, so that the second sub-oil channel 1872 can provide lubricating oil to the piston oil spray pipe assembly 1872a. Specifically, the piston oil spray pipe assembly 1872a is located above the crankshaft 121, and the piston oil spray pipe assembly 1872a is located below the piston 131. The piston oil spray pipe assembly 1872a is provided with a piston oil spray hole 1872b, and the piston oil spray hole 1872b is arranged toward the piston 131. Through the above arrangement, the lubricating oil in the piston oil spray hole 1872b can be transported to the piston 131, thereby realizing the cooling of the piston 131, thereby preventing the piston 131 from overheating and causing deformation and reduced strength. Among them, Fig.15 , Fig.16 and Fig.17 The dotted line in the figure represents the lubricating oil sprayed through the piston oil spray hole 1872b.

[0079] As an embodiment, the piston oil injection hole 1872b outputs to the bottom surface of the piston 131, wherein the bottom surface of the piston 131 is the surface of the piston 131 close to the connecting rod 122. Specifically, the power assembly 100 also includes an intake assembly 161 and an exhaust assembly 162 (refer to Figure 2), the intake assembly 161 and the exhaust assembly 162 are arranged on both sides above the piston 131, and the bottom surface of the piston 131 includes an intake side 1311 close to the intake assembly 161 and an exhaust side 1312 close to the exhaust assembly 162. The piston oil injection hole 1872b includes a first oil injection hole 1872e and a second oil injection hole 1872f, and the lubricating oil in the first oil injection hole 1872e is output to the intake side 1311, and the lubricating oil in the second oil injection hole 1872f is output to the exhaust side 1312.

[0080] Specifically, the angle α4 between the output direction of the lubricating oil in the first oil injection hole 1872e and the bottom surface of the piston 131 is greater than or equal to 65° and less than or equal to 95°. Further, the angle α4 between the output direction of the lubricating oil in the first oil injection hole 1872e and the bottom surface of the piston 131 is greater than or equal to 70° and less than or equal to 90°; further, the angle α4 between the output direction of the lubricating oil in the first oil injection hole 1872e and the bottom surface of the piston 131 is greater than or equal to 75° and less than or equal to 85°. The angle α5 between the output direction of the lubricating oil in the second oil injection hole 1872f and the bottom surface of the piston 131 is greater than or equal to 40° and less than or equal to 60°. Furthermore, the angle α5 between the output direction of the lubricating oil in the second oil injection hole 1872f and the bottom surface of the piston 131 is greater than or equal to 45 degrees and less than or equal to 55 degrees; further, the angle α5 between the output direction of the lubricating oil in the second oil injection hole 1872f and the bottom surface of the piston 131 is greater than or equal to 48 degrees and less than or equal to 52 degrees. Based on the setting of the first oil injection hole 1872e and the second oil injection hole 1872f, the lubricating oil can be sprayed during the entire movement of the piston 131, and the intake side 1311 and the exhaust side 1312 of the piston 131 are cooled at the same time to improve the cooling effect of the piston 131. Through the above setting, it is also possible to avoid the angle α4 and the angle α5 being too large or too small, resulting in the inability of the lubricating oil to be delivered to the intake side 1311 and the exhaust side 1312, thereby further improving the cooling effect of the piston 131.

[0081] It should be noted that, since the temperature of the exhaust side 1312 is greater than the temperature of the intake side 1311, only the second oil injection hole 1872f may be provided in the present application, that is, only the exhaust side 1312 may be cooled in the present application, thereby improving the cooling effect on the piston 131. It is understandable that in order to further improve the cooling effect on the piston 131, the first oil injection hole 1872e and the second oil injection hole 1872f may be provided at the same time in the present application.

[0082] like Fig.17As shown, as an implementation method, the piston oil spray pipe assembly 1872a includes a cooling nozzle 1872c, and two cooling nozzles 1872c are provided. Each cooling nozzle 1872c is provided with two groups of piston oil spray holes 1872b, and each group of piston oil spray holes 1872b corresponds to a cylinder hole 1142. By providing the above two cooling nozzles 1872c, it is possible to prevent the cooling nozzle 1872c from being too long, which may cause the oil spray of the piston oil spray hole 1872b to be unstable, thereby improving the cooling effect on the piston 131; it is also possible to make the oil pressure of each piston oil spray hole 1872b basically consistent, so that the amount of lubricating oil delivered to each piston 131 is basically consistent, thereby improving the cooling uniformity of the piston 131. Exemplarily, the power assembly 100 has four cylinder holes 1142 , each of which is provided with a piston 131 ; the four groups of piston oil spray holes 1872 b of the two cooling nozzles 1872 c respectively correspond to the four pistons 131 for oil spray cooling.

[0083] Specifically, an oil inlet joint 1872d is disposed between and connected to the two cooling nozzles 1872c, and the four groups of piston 131 holes are substantially symmetrically disposed along the axial direction of the two cooling nozzles 1872c with the oil inlet joint 1872d as the center. Specifically, the oil inlet joint 1872d is a three-way interface, and the first and second ends of the oil inlet joint 1872d are symmetrically connected to the two cooling nozzles 1872c, and the third end of the oil inlet joint 1872d is located below the first and second ends of the oil inlet port 1744a, thereby facilitating the delivery of lubricating oil.

[0084] In this embodiment, the ratio between the inner diameter of the oil inlet joint 1872d and the inner diameter of the piston oil spray hole 1872b is greater than or equal to 2 and less than or equal to 4, wherein the inner diameter of the joint refers to the end where the oil inlet joint 1872d is connected to the second sub-oil channel 1872, that is, the inner diameter of the oil inlet joint 1872d is the inner diameter of the end of the oil inlet joint 1872d for accessing the lubricating oil. Further, the ratio between the inner diameter of the oil inlet joint 1872d and the inner diameter of the piston oil spray hole 1872b is greater than or equal to 2.5 and less than or equal to 3.5. Furthermore, the ratio between the inner diameter of the oil inlet joint 1872d and the inner diameter of the piston oil spray hole 1872b is greater than or equal to 2.5 and less than or equal to 3. Through the above-mentioned setting, it is possible to avoid the above-mentioned ratio being too small, which would cause the inner diameter of the piston oil spray hole 1872b to be too small, thereby preventing the inner diameter of the piston oil spray hole 1872b from being too small, resulting in too little lubricating oil being delivered to the piston 131; it is also possible to avoid the above-mentioned ratio being too large, which would cause the inner diameter of the piston oil spray hole 1872b to be too large, thereby reducing the power of lubricating oil delivery in the piston oil spray hole 1872b, and thereby enabling the lubricating oil to be delivered to the piston 131.

[0085] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the protection scope of the appended claims of the present invention.

Claims

1. A powertrain, comprising: An outer shell, wherein the outer shell is formed with a receiving space; A crank-connecting rod mechanism, wherein the crank-connecting rod mechanism is at least partially disposed in the accommodation space, and the crank-connecting rod mechanism comprises a crankshaft and a connecting rod connected to the crankshaft; a speed change mechanism, wherein the speed change mechanism is at least partially disposed in the accommodation space; a gas distribution mechanism, wherein the gas distribution mechanism is at least partially disposed in the accommodating space; A piston mechanism, the piston mechanism comprising a piston disposed in the accommodation space; a lubrication mechanism, the lubrication mechanism being at least partially disposed in the accommodating space and being used to lubricate the power assembly, the lubrication mechanism comprising an oil cooler and an oil pump, the oil pump being in communication with the oil cooler, and the oil pump providing lubricating oil to the oil cooler; It is characterized in that The lubrication mechanism also includes a main oil channel, a first sub-oil channel, a second sub-oil channel and a pressure relief valve. The main oil channel is connected to the oil cooler. The main oil channel is used to provide lubricating oil to the crank-connecting rod mechanism and the valve mechanism. The first sub-oil channel is connected to the main oil channel, and the first sub-oil channel is used to provide lubricating oil to the speed change mechanism. The second sub-oil channel is connected to the oil cooler, and the second sub-oil channel is used to provide lubricating oil to the piston. The pressure relief valve is connected to the main oil channel, or the pressure relief valve is arranged on the oil pump and connected to the oil pump. The pressure relief valve includes a valve body and a valve core arranged in the valve body, and the valve body abuts against the valve core and forms a line contact.

2. The powertrain according to claim 1, characterized in that: The connecting rods are provided with N pieces, the crankshaft is provided with N+1 journals, and the N+1 journals are arranged in sequence at intervals; Among them, the main oil channel provides lubricating oil to N+1 journals respectively; and the lubricating oil output by the main oil channel provides lubricating oil to N connecting rods respectively when passing through the 1st to Nth journals, and the remaining N+1th journal provides lubricating oil to the valve mechanism, and N is an integer greater than or equal to 1.

3. The powertrain according to claim 2, characterized in that: A starting gear is arranged on the crank, and the starting gear is arranged on a side of the first journal close to the crankshaft, and the first journal provides lubricating oil to the starting gear.

4. The powertrain according to claim 3, characterized in that: The main oil passage provides more lubricating oil to the first journal than to any one of the second to N+1th journals.

5. The powertrain according to claim 2, characterized in that: The power assembly further includes a tensioner, and a route for the N+1th journal to provide lubricating oil to the valve mechanism branches out to provide lubricating oil to the tensioner.

6. The powertrain according to claim 1, characterized in that: The ratio of the inner diameter of a single oil delivery hole through which the main oil passage supplies lubricating oil to the journal to the inner diameter of the oil delivery hole through which the second sub-oil passage supplies lubricating oil to the piston is greater than or equal to 4 and less than or equal to 6.

7. The powertrain according to claim 1, characterized in that: The first sub-oil passage is divided into two branch oil passages for respectively supplying lubricating oil to the main shaft and the secondary shaft; and throttle plugs are arranged on the two branch oil passages, and the throttle plugs supply lubricating oil to the secondary shaft.

8. The powertrain according to claim 1, characterized in that: The second sub-oil passage is provided with a piston nozzle assembly, the piston nozzle assembly includes two symmetrically arranged cooling nozzles, and the second sub-oil passage provides lubricating oil to the two cooling nozzles respectively.

9. The powertrain according to claim 8, characterized in that: The inner diameter of the second sub-oil channel is smaller than the diameter of the cooling nozzle.

10. The powertrain according to claim 1, characterized in that: The pressure relief valve includes an input port and an output port, a first conical surface is provided on a side of the valve body close to the input port, a second conical surface is provided on a side of the valve core close to the input port, the first conical surface and the second conical surface are abutted against and form a line contact, the valve core is basically cylindrical, and an angle between the first conical surface and the axis of the valve core is greater than an angle between the second conical surface and the axis of the valve core.

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