powertrain

Abstract

The application discloses a power assembly, which comprises an outer shell, a crank connecting rod mechanism, a gear shifting mechanism, a valve mechanism, a piston mechanism and a lubricating mechanism. The lubricating mechanism comprises an oil cooler and an oil pump which are in communication with each other. The lubricating mechanism further comprises a main oil passage, a first sub-oil passage, a second sub-oil passage and a pressure relief valve. The main oil passage is in communication with the oil cooler and is used for supplying lubricating oil to the crank connecting rod mechanism and the valve mechanism. The first sub-oil passage is in communication with the main oil passage and is used for supplying lubricating oil to the gear shifting mechanism. The second sub-oil passage is in communication with the oil cooler and is used for supplying lubricating oil to the piston. The pressure relief valve is in communication with the main oil passage or is arranged on the oil pump and is in communication with the oil pump. The pressure relief valve comprises a valve body and a valve core arranged in the valve body, and the valve body is in abutment with the valve core and forms a line contact. The arrangement makes the oil passage reasonable, facilitates the processing of the lubricating mechanism and the distribution of the lubricating points, and thus the lubricating effect of the power assembly is improved.

Description

Technical Field

[0001] This invention relates to the field of power equipment technology, and in particular to a power assembly. Background Technology

[0002] Lubricating oil passages are used to deliver lubricating oil to various components of the powertrain to achieve lubrication and ensure the normal operation of the powertrain. In existing powertrain designs, the arrangement of lubricating oil passages typically only considers the lubrication needs of the components requiring lubrication, lacking overall planning for the arrangement of the passages and how they should be manufactured. This results in an unreasonable placement of the oil passages, leading to poor lubrication performance. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a powertrain with a lubrication mechanism that has a better lubrication effect.

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

[0005] A powertrain includes a housing, a crank-connecting rod mechanism, a transmission mechanism, a valve train mechanism, a piston mechanism, and a lubrication mechanism. The housing has a receiving space, in which the crank-connecting rod mechanism is at least partially disposed, including a crankshaft and connecting rods connected to the crankshaft. The transmission mechanism and the valve train mechanism are at least partially disposed within the receiving space. The piston mechanism includes a piston disposed within the receiving space. The lubrication mechanism is at least partially disposed within the receiving space and is used to lubricate the powertrain. The lubrication mechanism includes an oil cooler and an oil pump, the oil pump being connected to the oil cooler, and the oil pump supplying lubricating oil to the oil cooler. The lubrication mechanism also includes: a main oil passage, which is connected to an oil cooler and is used to provide lubricating oil to the crankshaft connecting rod mechanism and the valve train mechanism; a first sub-oil passage, which is connected to the main oil passage and is used to provide lubricating oil to the transmission mechanism; a second sub-oil passage, which is connected to the oil cooler and is used to provide lubricating oil to the piston; and a pressure relief valve, which is connected to the main oil passage, or the pressure relief valve is installed on and connected to the oil pump, the pressure relief valve including a valve body and a valve core installed in the valve body, the valve body and the valve core abutting against each other and forming line contact.

[0006] Furthermore, there are N connecting rods and N+1 journals on the crankshaft, which are arranged sequentially at intervals. The main oil passage provides lubricating oil to each of the N+1 journals. The lubricating oil output from the main oil passage provides lubricating oil to the N connecting rods when it passes through the first to the Nth journals, and the remaining N+1th journal provides lubricating oil to the valve train. N is an integer greater than or equal to 1.

[0007] Furthermore, a starter gear is provided on the crank, which is located on the side near the first journal of the crankshaft, and the first journal provides lubricating oil to the starter gear.

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

[0009] Furthermore, the powertrain also includes a tensioner, with a branch line on the route that supplies lubricant to the valve train from the N+1th journal branching off to supply lubricant to the tensioner.

[0010] Furthermore, the ratio of the inner diameter of the single oil supply hole of the main oil passage supplying lubricating oil to the journal and the inner diameter of the oil supply hole of the second sub-oil passage supplying 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 supply lubricating oil to the main shaft and the auxiliary shaft respectively; and throttle plugs are installed on the two branch oil passages, which supply lubricating oil to the auxiliary shaft.

[0012] Furthermore, a piston nozzle assembly is provided on the second sub-oil passage. 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 passage is smaller than the diameter of the cooling nozzle.

[0014] Furthermore, the pressure relief valve includes an inlet and an outlet. A first conical surface is provided on the side of the valve body near the inlet, and a second conical surface is provided on the side of the valve core near the inlet. The first and second conical surfaces abut and form 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 aforementioned powertrain can arrange lubrication points according to the structure of the outer casing, so that the oil passage arrangement of the lubrication mechanism is reasonable. This facilitates the distribution of lubrication points and the machining of the lubrication mechanism, thereby improving the lubrication effect of the powertrain. Attached Figure Description

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

[0017] Figure 2 This is an exploded view of the powertrain of this application.

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

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

[0020] Figure 5 This is a connection diagram of the lubrication mechanism of the powertrain of this application.

[0021] Figure 6 This is a partial structural connection diagram of the lubrication mechanism of the powertrain of this application.

[0022] Figure 7 This is a schematic diagram of the oil pump and pressure relief valve of the powertrain of this application.

[0023] Figure 8 This is a cross-sectional view of the oil pump and pressure relief valve of the powertrain of this application.

[0024] Figure 9 This is a schematic diagram of the powertrain of the present application, including the strainer, oil pump, and oil pan.

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

[0026] Figure 11 This is a schematic diagram of the oil filter passage of the powertrain in this application.

[0027] Figure 12 This is a structural schematic diagram of the crankcase, transmission mechanism, and throttle plug of the powertrain of this application.

[0028] Figure 13 This is a cross-sectional view of the throttle plug of the powertrain of this application.

[0029] Figure 14 This is a schematic diagram showing the location of the throttle and transmission mechanism of the powertrain in this application.

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

[0031] Figure 16 This is another schematic diagram of a portion of the cylinder block structure of the powertrain of this application.

[0032] Figure 17 This is a schematic diagram of the structure of the second sub-oil passage and piston injection pipe assembly of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0034] Figure 1 and Figure 2A powertrain 100 is shown, which includes a housing 11, a crankshaft and connecting rod mechanism 12, a piston mechanism 13, a valve train 14, an ignition device 15, an intake and exhaust mechanism 16, a transmission mechanism 17, and a lubrication mechanism 18 (see reference). Figure 5 ) and balance shaft mechanism 19 (refer to Figure 3 The outer casing 11 has a receiving space 111, in which the crank connecting rod mechanism 12, piston mechanism 13, valve train mechanism 14, ignition device 15, intake and exhaust mechanism 16, transmission mechanism 17, lubrication mechanism 18, and balance shaft mechanism 19 are all disposed.

[0035] In this embodiment, the outer casing 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, cylinder head 113, cylinder block 114, crankcase 115, and oil pan 116 are connected sequentially. A first receiving space 1131 is formed within the cylinder head 113, and at least partially, the ignition device 15, the valve train 14, and the intake and exhaust mechanisms 16 are disposed within the first receiving space 1131. A second receiving space 1141 is formed within the cylinder block 114, and at least partially, the piston mechanism 13 is disposed within the second receiving space 1141. Specifically, the cylinder block 114 is provided with a cylinder bore 1142 (see reference). Figure 4 The piston mechanism 13 is at least partially disposed in the cylinder bore 1142. A third receiving space 1151 is formed in the crankcase 115, and the crank-connecting rod mechanism 12, the transmission mechanism 17, the lubrication mechanism 18, and the balance shaft mechanism 19 are at least partially disposed in the third receiving space 1151. The lubrication mechanism 18 is also at least partially disposed in the oil pan 116.

[0036] In one implementation, the combustion chamber of the powertrain 100 is formed by the bottom of the cylinder head 113 and the top of the cylinder block 114. The crank-connecting rod mechanism 12 and the piston mechanism 13 are connected so that the movement of the piston mechanism 13 can drive the movement of the crank-connecting rod mechanism 12. The valve train 14 is drively connected to the crank-connecting rod mechanism 12, and the valve train 14 abuts against the intake and exhaust mechanisms 16. The movement of the crank-connecting rod mechanism 12 can also drive the valve train 14, enabling the valve train 14 to control the intake and exhaust of the intake and exhaust mechanisms 16. With the above configuration, the powertrain 100 can operate normally.

[0037] Specifically, the crank-connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod 122. The crankshaft 121 and the piston mechanism 13 are connected via the connecting rod 122 to achieve power transmission between the crankshaft 121 and the piston mechanism 13. The valve train mechanism 14 includes a camshaft assembly 141 and a timing assembly 142. The crankshaft 121 and the camshaft assembly 141 are connected via the timing assembly 142 to enable the crankshaft 121 to drive the camshaft assembly 141. The intake and exhaust mechanism 16 includes an intake assembly 161 and an exhaust assembly 162. The camshaft assembly 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 mounted on the camshaft 1411. The first cam 1412 abuts against the intake assembly 161, and the second cam 1413 abuts against the exhaust assembly 162. The camshaft 1411 is connected to the crankshaft 121 via a timing assembly 142, so that the crankshaft 121 can drive the first cam 1412 on the camshaft 1411 to control the intake of the intake assembly 161, and the crankshaft 121 can drive the second cam 1413 on the camshaft 1411 to control the exhaust of the exhaust assembly 162. The transmission 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 connected to the crankshaft 121 and the secondary shaft 172. The main shaft 171 receives power from the crankshaft 121 and transmits it to the secondary shaft 172 through a meshing gear set, and then outputs power externally through the secondary shaft 172. Figure 3 and Figure 4 As shown, specifically, multiple pairs of cooperating gear shifting gears 177 are provided on the main shaft 171 and the countershaft 172, and power is transmitted through the gear shifting gears 177. The shift fork 174 is at least partially sleeved on the shift fork shaft 173. The gear shifting gear 177 is provided with a shift fork groove 1771, 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 gear shifting gears 177, allowing the transmission mechanism 17 to transmit power at different multiples of the transmission ratio. The balance shaft mechanism 19 is connected to the crankshaft 121 to solve the dynamic balance problem when the crankshaft 121 rotates. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The directions shown are front, rear, left, right, top, and bottom. In this application, the length direction of the powertrain 100 refers to... Figure 1 In the longitudinal direction, the width direction of the powertrain 100 refers to... Figure 1 The left and right directions in the middle, and the height direction of the powertrain 100 refers to Figure 1 The up and down directions in the middle.

[0038] like Figure 3As shown, as one implementation, a projection plane 101 perpendicular to the axial direction of the secondary shaft 172 is defined. In this application, the axis of the secondary shaft 172 extends substantially along the width direction of the powertrain 100; 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 onto 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 onto the projection plane 101 is the second projection point; and the projection of the axis of the secondary shaft 172 along the axial direction of the secondary shaft 172 onto the projection plane 101 is the third projection point. The line connecting the first and second projection points is the first connecting line L1; the line connecting the second and third projection points is the second connecting line L2; and the included angle α1 between the first connecting line L1 and the second connecting line L2 is set to be greater than or equal to 60° and less than or equal to 90°. Further, the included angle α1 between the first connecting line L1 and the second connecting line L2 is set to be greater than or equal to 68° and less than or equal to 82°. Furthermore, the included 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°. This setting avoids both excessively large included angle α1, which would result in an excessively large distance between the countershaft 172 and the crankshaft 121 along the length of the powertrain 100, thus preventing an increase in the length of the powertrain 100; and excessively small included angle α1, which would cause interference between the countershaft 172 and the crankshaft 121, or interference between the countershaft 172, the crankshaft 121, and other components, or excessively large distance between the countershaft 172 and the crankshaft 121 along the height of the powertrain 100. This allows for a reduction in the dimensions of the powertrain 100 in both the length and height directions, thereby improving the structural compactness of the powertrain 100.

[0039] As one implementation method, the length of the first connecting line L1 can also be limited. Specifically, the length of the first connecting line L1 is set to be greater than or equal to 110cm and less than or equal to 160cm. Further, the length of the first connecting line L1 is set to be greater than or equal to 125cm and less than or equal to 145cm. Even further, the length of the first connecting line L1 is set to 136cm. 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 powertrain 100 and improving the structural compactness of the powertrain 100; it is also possible to prevent the distance between the crankshaft 121 and the main shaft 171 from being too small, thereby preventing interference between the crankshaft 121, the main shaft 171 and other components.

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

[0041] like Figure 3 As shown, in one implementation, the lengths of the first connecting line L1 and the third connecting 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 countershaft 172 are substantially located on the same height plane. In other words, the first connecting line L1, the second connecting line L2, and the third connecting line L3 form an isosceles triangle, with the second connecting line L2 being the shortest side of the isosceles triangle. Specifically, the ratio of the length of the first connecting line L1 to the length of the second connecting line L2 is greater than or equal to 1.8 and less than or equal to 2.2; furthermore, the ratio is greater than or equal to 1.9 and less than or equal to 2.1. For example, the length of the first connecting line L1 can also be twice that of the second connecting line L2. The above settings prevent the ratio from being too large, which would result in an excessively small distance between the main shaft 171 and the secondary shaft 172, thus avoiding interference between the main shaft 171, the secondary shaft 172, and other components. They also prevent the ratio from being too small, which would result in an excessively large distance between the main shaft 171 and the secondary shaft 172, 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, to further improve the structural compactness and space utilization of the powertrain 100, as one implementation, the maximum distance between the axis of the sub-shaft 172 and the oil pan 116 along the height direction of the powertrain 100 is a first distance Q1, and the maximum distance between the axis of the sub-shaft 172 and the cylinder block 114 along the height direction of the powertrain 100 is a second distance Q2. 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. For example, the ratio of the first distance Q1 to the second distance Q2 is 0.36. When defining the position of the countershaft 172, in addition to defining the maximum distance from the countershaft 172 to the cylinder block 114, the maximum distance between the countershaft 172 and the camshaft 1411 can also be defined. Specifically, the maximum distance between the axis of the countershaft 172 and the camshaft 1411 along the height direction of the powertrain 100 is a 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; even 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 powertrain 100 is the fourth distance Q4, and the maximum distance between the axis of the main shaft 171 and the cylinder block 114 along the height direction of the powertrain 100 is the fifth distance Q5. 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. Even 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] The above arrangement avoids excessive distances between the main shaft 171, countershaft 172, and crankshaft 121, which would otherwise occupy too much space and reduce the volume of the powertrain 100, thus improving its structural compactness. It also prevents excessively small distances between the main shaft 171, countershaft 172, and crankshaft 121, which could cause interference with other components. This facilitates the normal operation of the main shaft 171, countershaft 172, crankshaft 121, and other components, thereby improving their operational stability.

[0045] Therefore, by adopting the above-described configuration, the powertrain 100 can be made more compact while ensuring its normal operation. Specifically, the ratio of the powertrain 100's height in its height direction to its width in 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 powertrain 100's height in its height direction to its width in its width direction is greater than or equal to 1.02 and less than or equal to 1.25. Further, the ratio of the powertrain 100's height in its height direction to its width in its width direction can also be 1.13.

[0046] like Figure 5 As shown, in one embodiment, the lubrication mechanism 18 includes a strainer 181, an oil pump 182, a pressure relief valve 183, an oil filter 184, an oil cooler 185, a main oil passage 186, and a sub-oil passage 187. The strainer 181, oil pump 182, oil filter 184, and oil cooler 185 are sequentially connected and disposed in the oil pan 116. The oil pump 182 draws lubricating oil from the oil pan 116 and increases the pressure of the lubricating oil to give it upward flow momentum. Specifically, an oil storage space is formed within the oil pan 116, and the oil pump 182 draws lubricating oil from this space. The strainer 181, disposed between the oil pump 182 and the oil pan 116, filters particulate impurities from the lubricating oil, preventing these impurities from entering the oil pump 182 and damaging it. The oil filter 184 is located between the oil pump 182 and the oil cooler 185, and is used to further filter impurities in the lubricating oil. The oil cooler 185 cools the lubricating oil, allowing it to carry away heat from the components while lubricating them.

[0047] like Figure 5 As shown, the main oil passage 186 is connected to the oil cooler 185. The main oil passage 186 is used to provide lubricating oil to the crank-connecting rod mechanism 12 and the valve train mechanism 14. Specifically, there are N connecting rods 122 and N+1 journals on the crankshaft 121, with the first to N+1 journals arranged alternately. The main oil passage 186 provides lubricating oil to each of the N+1 journals. The lubricating oil output from the main oil passage 186 passes through the first to N journals to provide lubricating oil to the N connecting rods 122, and the remaining N+1 journal provides lubricating oil to the valve train mechanism 14. Here, N is an integer greater than or equal to 1; the first to N journals provide lubricating oil to the connecting rod journals of the N connecting rods 122.

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

[0049] Furthermore, since there is no corresponding connecting rod 122 for the N+1th journal, the lubricating oil moves backward through the N+1th journal to the camshaft 1411 and tensioner in the powertrain 100 to lubricate the valve train 14 and the tensioner. Specifically, a branch line on the path from the N+1th journal to the valve train 14 supplies lubricating oil to the tensioner.

[0050] For example, in a four-cylinder engine, there are four connecting rods 122 and five journals on the crankshaft 121, with the first to fifth journals arranged alternately. The main oil passage 186 provides lubricating oil to the five journals respectively. The lubricating oil output from the main oil passage 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 train 14. The main oil passage 186 supplies more lubricating oil to the first journal than to any of the second to fifth journals. The output diameter of the lubricating oil supplied by the main oil passage 186 to the first journal is 6 mm, and the output diameter of the lubricating oil supplied by the main oil passage 186 to the second to fourth journals is 5 mm. Furthermore, since the fifth journal does not have a corresponding connecting rod 122, the lubricating oil is designed to pass through the fifth journal before moving to the camshaft 1411; the output diameter of the lubricating oil supplied by the main oil passage 186 to the fifth journal is also set to 5 mm. Here, the output diameter of the lubricating oil supplied by the main oil passage 186 to the first journal refers to the inner diameter of the oil supply hole of the main oil passage 186 to the first journal; the output diameter of the lubricating oil supplied by the main oil passage 186 to the second to fourth journals refers to the inner diameter of the oil supply hole of 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 is used to provide lubricating oil to the transmission mechanism 17. In one embodiment, the first sub-oil passage 1871 is divided into two branch oil passages 188, which respectively provide lubricating oil to the main shaft 171 and the auxiliary shaft 172; and throttle plugs 189 are provided on the two branch oil passages 188, which provide lubricating oil to the auxiliary shaft 172. The second sub-oil passage 1872 is connected to the output end of the oil cooler 185 and 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 main oil passage 186 supplying lubricating oil to the journal to the output diameter of the second sub-oil passage 1872 supplying lubricating oil 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 main oil passage 186 supplying lubricating oil to the journal is approximately 5 mm, and the output diameter of the second sub-oil passage 1872 supplying lubricating oil to the piston 131 is 1 mm. Here, the output diameter of the main oil passage 186 supplying lubricating oil to the journal refers to the inner diameter of a single oil supply hole in the main oil passage 186 supplying lubricating oil to the journal; the output diameter of the second sub-oil passage 1872 supplying lubricating oil to the piston 131 refers to the inner diameter of the oil supply hole in the second sub-oil passage 1872 supplying lubricating oil to the piston 131.

[0052] With the above settings, based on the structure of the outer casing 11 and the arrangement of lubrication points, the lubrication mechanism 18 of the power assembly 100 of this application is designed so that the oil passage diameter of the lubrication mechanism 18 is arranged reasonably, which facilitates the diversion of lubrication points and the machining of the lubrication mechanism 18; and through the throttle plug 189 set in the branch oil passage 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, in one embodiment, the pressure relief valve 183 is connected to the main oil passage 186. When the pressure value in the main oil passage 186 exceeds the preset value of the pressure relief valve 183, the pressure relief valve 183 is activated.

[0054] like Figure 6 , Figure 7 and Figure 8As shown, in another embodiment, the pressure relief valve 183 is integrated into the oil pump 182, thereby reducing the space occupied by the pressure relief valve 183, and the location of the oil pump 182 facilitates the maintenance and repair of the pressure relief valve 183. The oil pump 182 is provided with a pump inlet 1821 and a pump outlet 1822. A strainer 181 connects to the pump inlet 1821 to allow lubricating oil to enter the oil pump 182. An oil filter 184 connects to both the pump outlet 1822 and the oil passage, allowing the pump outlet 1822 to communicate with the oil passage, thereby enabling the lubricating oil in the oil storage space of the oil pan 116 to be transported to the oil passage through the oil pump 182. The oil passage refers to the lubricating oil passage of the powertrain 100, which is composed of the main oil passage 186 and the sub-oil passage 187. The oil pump 182 is provided with a pressure relief space 1823 that communicates with 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 disposed within the pressure relief space 1823 and is connected to the oil pump 182. The connection method can be threaded connection, snap-fit, welding, etc. The valve core 1832 is disposed within the valve body 1831, and the pressure relief retaining ring 1833 is snapped into the valve body 1831, serving as a base support on the opposite side of the valve core 1832. The spring seat 1834 and the spring 1835 are disposed within the valve body 1831, and are positioned between the valve core 1832 and the pressure relief retaining ring 1833. The spring 1835 abuts against the spring seat 1834 and the valve core 1832 to achieve a seal between the valve core 1832 and the valve body 1831. The pressure relief valve 183 is provided with an inlet 1836 and an outlet 1837. The inlet 1836 is connected to the pump outlet 1822, and the outlet 1837 is connected to the oil storage space or the pump inlet 1821.

[0055] It should be noted that, as one implementation, the pressure relief valve 183 is located below the oil pump 182 to facilitate pressure relief. The inlet 1836 and pump outlet 1822 of the pressure relief valve 183 are substantially circular, and the axis of the inlet 1836 and the axis of the pump outlet 1822 are substantially perpendicular, further facilitating pressure relief. At least a portion of the outer surface of the valve body 1831 maintains a gap with the inner wall of the pressure relief space 1823.

[0056] Specifically, in order to better match the preset threshold of the pressure relief valve 183 and the pressure value of the lubrication mechanism 18, the ratio between the length of the inlet 1836 and the length of the outlet 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 inlet 1836 and the length of the outlet 1837 of the pressure relief valve 183 is greater than or equal to 3.5 and less than or equal to 4.5; even further, the ratio between the length of the inlet 1836 and the length of the outlet 1837 of the pressure relief valve 183 is greater than or equal to 3.8 and less than or equal to 4.5.

[0057] Furthermore, to balance the relationship between the lubricating oil pressure output by the oil pump 182 and the pressure received by the pressure relief valve 183, the ratio of the inner diameter of the inlet 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 inlet 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; even further, the ratio of the inner diameter of the inlet 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 inlet 1836 is connected to the main oil passage 186, and the outlet 1837 is connected to the oil pan 116, allowing lubricating oil to flow from the main oil passage 186 to the oil pan 116 via the pressure relief valve 183, thus achieving oil circulation and reducing lubricating oil waste. Figure 6 and Figure 8 As shown, optionally, the pressure relief valve 183 can also be installed on and connected to the oil pump 182, so that the lubricating oil can be directly discharged to the pump inlet 1822 when it is under high pressure, thereby improving the working efficiency of the oil pump 182 and reducing oil loss, and also facilitating the assembly and maintenance of the pressure relief valve 183.

[0059] like Figure 8As shown, specifically, the valve body 1831 has a first conical surface 1831a on the side near the inlet 1836, and the valve core 1832 has a second conical surface 1832a on the side near the inlet 1836. The first conical surface 1831a and the second conical surface 1832a abut and form line contact. The valve core 1832 is basically cylindrical. 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. In the prior art, the valve body 1831 and the valve core 1832 are not in abutment but form surface contact through the abutment surface, which easily causes oil residue to accumulate, thereby hindering the movement of the valve core 1832 within the valve body 1831 and also easily leading to poor sealing of the pressure relief valve 183. In this application, the included angle β1 between the first conical surface 1831a and the axis of the valve core 1832 is greater than the included angle β2 between the second conical surface 1832a and the axis of the valve core 1832. This allows the oil residue retained between the valve body 1831 and the valve core 1832 to be carried away by the lubricating oil, preventing the oil residue from accumulating between the valve body 1831 and the valve core 1832. This avoids the pressure relief valve 183 from experiencing poor sealing due to oil residue, thereby improving the working stability of the pressure relief valve 183.

[0060] like Figure 9 As shown, the filter 181 is connected to the oil passage, allowing filtered lubricating oil to be transported from the filter 181 to the oil passage. The oil passage refers to the lubricating oil passage of the powertrain 100, which is composed of the main oil passage 186 and the sub-oil passage 187. To facilitate disassembly and maintenance of the filter 181, a support rod 1161 is provided in the oil pan 116. The filter 181 is mounted on the support rod 1161, which supports the filter 181, replacing the traditional method of fixing the filter 181 to the oil pan 116 with screws. In one embodiment, at least three support rods 1161 are provided, spaced apart to improve 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, which facilitates the support of the support rod 1161 for the filter 181, and at the same time makes the space occupied by the support rod 1161 smaller, so as to improve 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. The edge 1814 is located on the periphery of the filter 181, so that the edge 1814 can cooperate with the support rod 1161 to support the filter 181.

[0062] It should be noted that the oil pump 182 is located above the filter strainer 181 and is connected to the filter strainer 181. The oil pump 182 causes the filter strainer 181 to tend to move toward the support rod 1161, thereby making the filter strainer 181 fixed and stable through the upper and lower cooperation of the oil pump 182 and the support rod 1161.

[0063] In one 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 filter outlet 1812 are staggered along the height direction of the powertrain 100, thereby facilitating the filtration of lubricating oil by the filter 181 and promoting the delivery of lubricating oil. Specifically, the filter inlet 1811 is arranged downwards, and there is a gap between the filter inlet 1811 and the inner wall of the oil pan 116, thereby facilitating the extraction of lubricating oil from the oil storage space of the oil pan 116 by the filter inlet 1811.

[0064] To improve ease of installation, the filter strainer 181 is provided with a positioning groove 1813, which is located on the outer side of the filter strainer 181. For example, the positioning groove 1813 can be located around the filter outlet 1812, and the depth direction of the positioning groove 1813 is basically consistent with the height direction of the filter strainer 181. During installation, the screw on the oil pump 182 is inserted into the positioning groove 1813, and the positional relationship between the filter strainer 181 and the oil pump 182 is determined based on the positioning groove 1813. The positioning groove 1813 has various shapes; for example, the positioning groove 1813 can be a concave arc groove or a concave cylindrical groove to facilitate mating with the screw.

[0065] like Figure 10 As shown, an oil filter passage 1841 is provided between the oil filter 184 and the oil cooler 185. The oil filter passage 1841 is used for lubricating oil to move from the oil filter 184 to the oil cooler 185. The oil filter passage 1841 needs to avoid fasteners and plugs in the exhaust, the oil filter 184, and the upper and lower housings of the crankcase 115. For example, there is a conical plug on the right side of the oil filter passage 1841 that needs to be avoided. Without changing the volumetric cross-sectional area of ​​the oil filter passage 1841, the conventional approach is to arrange the oil filter passage 1841 in the shape of a hollow cylinder, which results in a larger length dimension of the powertrain 100. This application changes the shape of the oil filter passage 1841. While keeping the volumetric cross-sectional area of ​​the oil filter passage 1841 unchanged, the length dimension of the oil filter passage 1841 along the powertrain 100 is reduced, resulting in a reduction in the front-rear dimension of the powertrain 100. It should be noted that in this application, only the oil filter passage 1841 is used as an example for explanation. Other oil passages of the powertrain 100 can also be arranged in the same structure as the oil filter passage 1841 to achieve the same or similar beneficial effects.

[0066] like Figure 11 As shown, the oil filter passage 1841 includes a first oil passage 1841a and a second oil passage 1841b, which are arranged substantially vertically. The first oil passage 1841a extends substantially along a predetermined straight line, and the second oil passage 1841b is substantially a hollow cylinder. A cross-sectional plane 102 is defined perpendicular to the predetermined straight line direction, and the cross-section of the first oil passage 1841a cut by the cross-sectional plane 102 is substantially polygonal. Further, the cross-section of the first oil passage 1841a cut by the cross-sectional plane 102 is substantially quadrilateral. For example, the cross-section of the first oil passage 1841a cut by the cross-sectional plane 102 is substantially rectangular. It is understood that the cross-section of the first oil passage 1841a cut by the cross-sectional plane 102 being substantially elliptical is also within the scope of protection of this application, and even embodiments in which the dimensions of the oil filter passage 1841 are reduced in any direction are within the scope of protection of this application. By adopting the above configuration, the size of the first oil passage 1841a along the axis of the second oil passage 1841b can be reduced, thereby making the size of the oil filter passage 1841 along the axis of the second oil passage 1841b smaller. This allows for the avoidance of fasteners and plugs located near the oil filter passage 1841 in the exhaust, oil filter 184, and upper and lower housings of the crankcase 115, which is beneficial to the normal operation of the powertrain 100.

[0067] In this application, through the above-described configuration, the ratio of the maximum length of the first oil passage 1841a along a preset straight direction to the maximum width of the first oil passage 1841a along the axis of the second oil passage 1841b is 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 passage 1841a along the preset straight direction to the maximum width of the first oil passage 1841a along the axis of the second oil passage 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 passage 1841a along the preset straight direction to the maximum width of the first oil passage 1841a along the axis of the second oil passage 1841b can also be 17.9.

[0068] The second oil passage 1841b is divided into two sections and spaced apart on the first oil passage 1841a, serving as the inlet pipe 1841c and outlet pipe 1841d connecting the oil filter 184 and the oil cooler 185. Specifically, the inlet pipe 1841c connects to the oil filter 184, and the outlet pipe 1841d connects to the oil cooler 185. It should be noted that the second oil passage 1841b is basically designed as a hollow cylinder to connect the oil filter 184 and the oil cooler 185. Understandably, 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 connects to the first oil passage 1841a, and the projection of the second oil passage 1841b along its axial direction at least partially overlaps with that of the first oil passage 1841a. For example, to make the structure of the oil filter passage 1841 compact, the inlet pipe 1841c and the outlet pipe 1841d are located on the same side of the first oil passage 1841a, and their connection positions on the first oil passage 1841a are staggered along a predetermined direction to facilitate the delivery of lubricating oil. The predetermined direction is perpendicular to a predetermined straight line direction and perpendicular to the axial direction of the second oil passage 1841b. Further, the height of the inlet pipe 1841c along the predetermined direction is a first height, and the height of the outlet pipe 1841d along the predetermined direction is a second height. The first height is higher than the second height, thereby further improving the input and output efficiency of the lubricating oil.

[0070] like Figure 5 and Figure 12 As shown, the throttle plug 189 diverts a portion of the lubricating oil from the first sub-oil passage 1871 and sprays lubricating oil onto the gears on the main shaft 171 and / or the countershaft 172. Two branch oil passages 188 are distributed along both sides of the axis of the countershaft 172, and each branch oil passage 188 is equipped with a throttle plug 189 to ensure that the throttle plugs 189 on the two branch oil passages 188 provide lubricating oil to the main shaft 171 and / or the countershaft 172, guaranteeing uniform lubrication of the countershaft 172 and the gears on the countershaft 172. 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 towards the main shaft 171 and / or the countershaft 172. Optionally, the throttle plugs 189 of the first oil passage 1881 and the second oil passage 1882 respectively provide lubricating oil to both sides of the axis of the secondary shaft 172.

[0071] like Figure 12 and Figure 13As shown, the throttle plug 189 is provided with a throttle plug oil passage 1891 that runs through the throttle plug 189, and a throttle plug oil injection hole 1892 is provided on the throttle plug oil passage 1891. The throttle plug oil passage 1891 connects the first sub-oil passage 1871 and the throttle plug oil injection hole 1892. Through the above configuration, the throttle plug 189 can provide lubricating oil to the main shaft 171 and / or the countershaft 172, ensuring uniform lubrication of the gears on the main shaft 171 and / or the countershaft 172. Specifically, the main shaft 171 is provided with a first high-gear 1711, and the countershaft 172 is provided with a second high-gear 1721. The first high-gear 1711 and the second high-gear 1721 are the gears when the powertrain 100 outputs higher power. The lubricating oil in the throttle plug injection hole 1892 is output in the direction of meshing between the first high gear 1711 and the second high gear 1721, so as to reduce the wear between the first high gear 1711 and the second high gear 1721, thereby improving the service life of the main shaft 171 and the countershaft 172.

[0072] In one implementation, the ratio of the orifice diameter of the sub-oil passage 187 to the orifice diameter of the throttle plug oil passage 1891 is greater than or equal to 1 and less than or equal to 1.5; the ratio of the orifice diameter of the throttle plug oil passage 1891 to the orifice diameter of the throttle plug injection hole 1892 is greater than or equal to 2 and less than or equal to 3. Specifically, the ratio of the orifice diameter of the sub-oil passage 187 to the orifice diameter of the throttle plug oil passage 1891 is greater than or equal to 1.1 and less than or equal to 1.4; the ratio of the orifice diameter of the throttle plug oil passage 1891 to the orifice diameter of the throttle plug 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 orifice diameter of the sub-oil passage 187 to the orifice diameter of the throttle plug oil passage 1891 can also be 1.2; the ratio of the orifice diameter of the throttle plug oil passage 1891 to the orifice diameter of the throttle plug injection hole 1892 can also be 2.5. The above-mentioned settings prevent the diameters of the sub-oil passage 187, the throttle plug oil passage 1891, and the throttle plug injection hole 1892 from being too large or too small, thereby improving the smoothness of lubricating oil flow in the throttle plug 189 and the sub-oil passage 187, ensuring the flow performance of lubricating oil in the powertrain 100; and ensuring that the lubricating oil flowing through the throttle plug injection hole 1892 has 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 this embodiment, the angle between the output direction of the lubricating oil in the throttle plug injection orifice 1892 and the flow direction of the lubricating oil in the sub-oil passage 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 injection orifice 1892 and the flow direction of the lubricating oil in the sub-oil passage 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 injection orifice 1892 and the flow direction of the lubricating oil in the sub-oil passage 187 can also be set to 19.5°. The beneficial effects of the above-mentioned settings are basically the same as the beneficial effects of the settings for the orifice diameter of the sub-oil passage 187, the orifice diameter of the throttle plug oil passage 1891, and the orifice diameter of the throttle plug injection orifice 1892, and will not be repeated here.

[0074] like Figure 14 As shown, a reference plane 106 parallel to the axial direction of the secondary shaft 172 is defined. The angle α2 between the output direction of the lubricating oil in the throttle plug injection orifice 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 orifice 1892 and the reference plane 106 is greater than or equal to 15° and less than or equal to 25°. Even further, the angle α2 between the output direction of the lubricating oil in the throttle plug injection orifice 1892 and the reference plane 106 is 20°. Through the above settings, it is possible to prevent the lubricating oil in the throttle plug injection orifice 1892 from being unable to be delivered to the meshing point between the first high-gear 1711 and the second high-gear 1721 due to an excessively large or small angle α2, thereby reducing the wear between the first high-gear 1711 and the second high-gear 1721, and thus improving the service life of the main shaft 171 and the secondary shaft 172.

[0075] Furthermore, in order to further reduce the longitudinal dimensions of the powertrain 100 while ensuring that lubricating oil can be delivered through the throttle injector orifice 1892 to the meshing point between the first high-gear 1711 and the second high-gear 1721, the distance from the throttle injector orifice 1892 to the meshing point between the first high-gear 1711 and the second high-gear 1721 is greater than or equal to 15 mm and less than or equal to 25 mm. Further, the distance from the throttle injector orifice 1892 to the meshing point between the first high-gear 1711 and the second high-gear 1721 is greater than or equal to 18 mm and less than or equal to 22 mm. Even further, the distance from the throttle injector orifice 1892 to the meshing point between the first high-gear 1711 and the second high-gear 1721 is greater than or equal to 19 mm and less than or equal to 21 mm.

[0076] like Figure 13 and Figure 14As shown in this application, in order to adapt the installation angle of the throttle plug 189 to the output direction of the lubricating oil in the throttle plug injection hole 1892, a portion of the throttle plug 189 is exposed relative to the sub-oil passage 187, and the outer peripheral surface of the exposed portion of the throttle plug 189 includes a positioning surface 1893. 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 countershaft 172. With 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 one 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 gear 1711 and the second high gear 1721.

[0077] like Figure 5 , Figure 15 , Figure 16 and Figure 17 As shown, the piston mechanism 13 includes a piston 131, which is connected to a connecting rod 122. The piston 131 operates at a high temperature. To reduce the temperature of the piston 131 and prevent deformation and strength reduction caused by high temperature, oil injection cooling is required at the end of the piston 131 furthest from the combustion chamber.

[0078] As one implementation, the lubrication mechanism 18 also includes a piston injection pipe assembly 1872a, which is disposed in the crankcase 115. The piston injection pipe assembly 1872a is connected to a second sub-oil passage 1872, allowing the second sub-oil passage 1872 to supply lubricating oil to the piston injection pipe assembly 1872a. Specifically, the piston injection pipe assembly 1872a is located above the crankshaft 121 and below the piston 131. The piston injection pipe assembly 1872a is provided with a piston injection hole 1872b, which faces the piston 131. Through this arrangement, lubricating oil can be delivered to the piston 131 through the piston injection hole 1872b, thereby cooling the piston 131 and preventing overheating that could lead to deformation and reduced strength. Figure 15 , Figure 16 and Figure 17 The dashed line in the figure represents the lubricating oil sprayed through the piston injection hole 1872b.

[0079] In one implementation, the piston injection port 1872b outputs fuel to the bottom surface of the piston 131, wherein the bottom surface of the piston 131 is the surface of the piston 131 near the connecting rod 122. Specifically, the powertrain 100 also includes an intake assembly 161 and an exhaust assembly 162 (see reference). Figure 2The intake assembly 161 and the exhaust assembly 162 are disposed on both sides above the piston 131. The bottom surface of the piston 131 includes an intake side 1311 near the intake assembly 161 and an exhaust side 1312 near the exhaust assembly 162. The piston injection port 1872b includes a first injection port 1872e and a second injection port 1872f. Lubricating oil in the first injection port 1872e is output to the intake side 1311, and lubricating oil in the second injection port 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°; even 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; even 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. The arrangement of the first oil injection hole 1872e and the second oil injection hole 1872f ensures that lubricating oil can be sprayed onto the piston 131 throughout its entire movement, simultaneously cooling both the intake side 1311 and the exhaust side 1312 of the piston 131, thereby improving the cooling effect of the piston 131. Through the above arrangement, it is also possible to avoid the angles α4 and α5 being too large or too small, which would prevent lubricating oil from being unable to be delivered to the intake side 1311 and the exhaust side 1312, thus further improving the cooling effect of the piston 131.

[0081] It should be noted that since the temperature of the exhaust side 1312 is higher than that of the intake side 1311, this application can only provide the second fuel injection hole 1872f, that is, this application can only cool the exhaust side 1312, thereby improving the cooling effect on the piston 131. Understandably, to further improve the cooling effect on the piston 131, this application can simultaneously provide the first fuel injection hole 1872e and the second fuel injection hole 1872f.

[0082] like Figure 17As shown, in one implementation, the piston injection pipe assembly 1872a includes two cooling nozzles 1872c. Each cooling nozzle 1872c has two sets of piston injection holes 1872b, and each set of piston injection holes 1872b corresponds to one cylinder bore 1142. The arrangement of the two cooling nozzles 1872c prevents the cooling nozzles 1872c from being too long, which could lead to unstable oil injection at the piston injection holes 1872b, thereby improving the cooling effect on the piston 131. It also ensures that the oil pressure at each piston injection hole 1872b is basically consistent, resulting in a basically consistent amount of lubricating oil delivered to each piston 131, thus improving the uniformity of cooling the piston 131. For example, the powertrain 100 has four cylinder bores 1142, and each cylinder bore 1142 is provided with a piston 131; the four sets of piston oil injection holes 1872b of the two cooling spray pipes 1872c correspond to the four pistons 131 respectively for oil injection cooling.

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

[0084] In this embodiment, the ratio between the inner diameter of the oil inlet connector 1872d and the inner diameter of the piston injection hole 1872b is greater than or equal to 2 and less than or equal to 4. Here, the inner diameter refers to the end of the oil inlet connector 1872d that connects to the second sub-oil passage 1872; that is, the inner diameter of the oil inlet connector 1872d is the inner diameter of the end of the oil inlet connector 1872d used for receiving lubricating oil. Further, the ratio between the inner diameter of the oil inlet connector 1872d and the inner diameter of the piston injection hole 1872b is greater than or equal to 2.5 and less than or equal to 3.5. Even further, the ratio between the inner diameter of the oil inlet connector 1872d and the inner diameter of the piston injection hole 1872b is greater than or equal to 2.5 and less than or equal to 3. By setting the above, it is possible to avoid the inner diameter of the piston oil injection hole 1872b being too small due to the ratio being too small, thereby preventing the lubricating oil delivered to the piston 131 from being too small. It is also possible to avoid the inner diameter of the piston oil injection hole 1872b being too large due to the ratio being too large, thereby reducing the power of lubricating oil delivery in the piston oil injection hole 1872b, and thus 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 modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A powertrain, comprising: An outer casing having a receiving space; A crank-connecting rod mechanism, at least partially disposed in the receiving space, the crank-connecting rod mechanism including a crankshaft and a connecting rod connected to the crankshaft; A transmission mechanism, which is at least partially disposed within the receiving space; A gas distribution mechanism, which is at least partially disposed within the accommodating space; Piston mechanism, the piston mechanism including a piston disposed in the receiving space; A lubrication mechanism, at least partially disposed in the receiving space and used for lubricating the powertrain, the lubrication mechanism including an oil cooler and an oil pump, the oil pump being connected to the oil cooler, the oil pump supplying lubricating oil to the oil cooler; Its features are, The lubrication mechanism further includes a main oil passage, a first sub-oil passage, a second sub-oil passage, and a pressure relief valve. The main oil passage is connected to the oil cooler and is used to provide lubricating oil to the crank-connecting rod mechanism and the valve train mechanism. The first sub-oil passage is connected to the main oil passage and is used to provide lubricating oil to the transmission mechanism. The second sub-oil passage is connected to the oil cooler and is used to provide lubricating oil to the piston. The pressure relief valve is connected to the main oil passage, or the pressure relief valve is mounted on the oil pump and connected to the oil pump. The pressure relief valve includes a valve body and a valve core disposed within the valve body. The valve body and the valve core abut against each other and form line contact. The crankshaft is provided with a journal, and the ratio of the inner diameter of a single oil supply hole of the main oil passage supplying lubricating oil to the journal to the inner diameter of the oil supply hole of the second sub-oil passage supplying lubricating oil to the piston is greater than or equal to 4 and less than or equal to 6.

2. The powertrain according to claim 1, characterized in that, The connecting rod is provided with N rods, and the crankshaft is provided with N+1 journals, which are arranged sequentially at intervals. The main oil passage provides lubricating oil to N+1 journals respectively; and the lubricating oil output from the main oil passage provides lubricating oil to N connecting rods when passing through the 1st to the Nth journals respectively, and the remaining N+1th journal provides lubricating oil to the valve train mechanism, where N is an integer greater than or equal to 1.

3. The powertrain according to claim 2, characterized in that, A starter gear is provided on the crank, and the starter gear is located on the side near the first journal of the crankshaft, and the first journal provides lubricating oil to the starter 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 powertrain also includes a tensioner, and a branch line from the N+1th journal that supplies lubricating oil to the valve train supplies lubricating oil to the tensioner.

6. The powertrain according to claim 1, characterized in that, The transmission mechanism includes a main shaft and a secondary shaft. The first sub-oil passage is divided into two branch oil passages to provide lubricating oil to the main shaft and the secondary shaft respectively. Throttle plugs are provided on the two branch oil passages, and the throttle plugs provide lubricating oil to the secondary shaft.

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

8. The powertrain according to claim 7, characterized in that, The inner diameter of the second sub-oil passage is smaller than the diameter of the cooling nozzle.

9. The powertrain according to claim 1, characterized in that, The pressure relief valve includes an inlet and an outlet. A first conical surface is provided on the side of the valve body near the inlet, and a second conical surface is provided on the side of the valve core near the inlet. The first conical surface and the second conical surface abut and form line contact. The valve core is basically cylindrical. 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.

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