Power assembly

Abstract

The invention discloses a power assembly which comprises a crankcase, a crank connecting rod mechanism, a magneto mechanism and an isolator mechanism, and the crank connecting rod mechanism comprises a crankshaft; the magneto mechanism comprises a stator and a rotor assembly, the stator is fixedly connected with the crankcase, and the rotor assembly is in transmission connection with the crankshaft; the isolator mechanism comprises an isolator seat and an isolator, the isolator seat is fixedly connected with the rotor assembly, the isolator is rotationally connected with the crankshaft, and the isolator is arranged on the isolator seat; the rotor assembly comprises a rotor shell, a shaft sleeve and a rotor piece, the shaft sleeve and the rotor shell are integrally formed, and the isolator base and the shaft sleeve are fixedly connected; the ratio of the output power of the magneto mechanism to the thickness of the rotor assembly in the rotating center line direction of the crankshaft is larger than or equal to 8.6 W / mm and smaller than or equal to 13 W / mm. Through the arrangement, the performance of the magneto mechanism can be improved under the condition that the structural compactness of the magneto mechanism is improved, so that the power generation power of a power assembly is met.

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 magneto of the powertrain is connected to the crankshaft drivingly, so that the power of the crankshaft can drive the magneto to generate electricity, so that the magneto can transmit electrical energy to the electrical equipment of the vehicle.

[0003] For existing magneto motors, if the diameter of the rotors is the same, the greater the thickness of the rotor along its axial direction, the better the power generation performance of the magneto motor. With the development of power device technology, the requirements for the power generation performance of the magneto motor are also higher. Therefore, how to improve the power generation performance of the magneto motor while ensuring that the structure of the magneto motor is relatively compact is an urgent problem to be solved. Summary of the invention

[0004] In order to solve the deficiencies of the prior art, an object of the present invention is to provide a power assembly whose magnetomechanism has a compact structure and good power generation performance.

[0005] To achieve the above object, the present invention adopts the following technical solution:

[0006] A power assembly includes a crankcase, a crank-connecting rod mechanism, a magneto mechanism and a check valve mechanism, wherein an accommodation space is formed in the crankcase; the crank-connecting rod mechanism is at least partially arranged in the accommodation space and includes a crankshaft; the magneto mechanism includes a stator and a rotor assembly, the stator is fixedly connected to the crankcase, and the rotor assembly is transmission-connected to the crankshaft; the check valve mechanism includes a check valve seat and a check valve, the check valve seat is fixedly connected to the rotor assembly, the check valve is rotationally connected to the crankshaft, and the check valve is arranged on the check valve seat; the rotor assembly includes a rotor housing, a shaft sleeve fixedly connected to the crankshaft, and a rotor member located on the rotor housing, the shaft sleeve and the rotor housing are integrally formed, and the check valve seat and the shaft sleeve are fixedly connected; the ratio of the output power of the magneto mechanism to the thickness of the rotor assembly along the rotation center line direction of the crankshaft is greater than or equal to 8.6 W / mm and less than or equal to 13 W / mm.

[0007] Furthermore, the ratio of the output power of the magnetomechanism to the thickness of the rotor assembly along the crankshaft rotation centerline is greater than or equal to 9.6 W / mm and less than or equal to 12 W / mm.

[0008] Furthermore, the total thickness of the rotor assembly and the one-way device mechanism along the crankshaft rotation centerline after assembly is the assembly thickness, and the ratio of the output power of the magneto mechanism to the assembly thickness is greater than or equal to 7W / mm and less than or equal to 10.5W / mm.

[0009] Further, the assembly thickness is set to be greater than or equal to 41 mm and less than or equal to 62 mm.

[0010] Furthermore, the thickness of the rotor shell along the direction of the crankshaft rotation centerline is a first thickness, the thickness of the sleeve along the direction of the crankshaft rotation centerline is a second thickness, the sum of the first thickness and the second thickness is a third thickness, and the ratio of the thickness of the rotor assembly along the direction of the crankshaft rotation centerline to the third thickness is greater than or equal to 0.48 and less than or equal to 0.73.

[0011] Furthermore, a first connecting hole is provided on the isolator seat, a second connecting hole is provided on the shaft sleeve, and the fastener passes through the first connecting hole and is connected to the second connecting hole.

[0012] Furthermore, the first connecting hole is a through hole or a threaded hole, and the second connecting hole is a threaded hole.

[0013] Furthermore, the end surface of the fastener away from the connecting hole and the opening of the threaded hole away from the connecting hole are substantially flush.

[0014] Furthermore, a plurality of heat dissipation holes are arranged on the end surface of the rotor housing close to the crankshaft, and the heat dissipation holes are arranged around the axis of the sleeve.

[0015] Furthermore, the shaft sleeve includes a sleeve portion fixedly connected to the crankshaft and a mounting portion fixed to the isolator seat. The mounting portion and the sleeve portion are integrally formed. A plurality of heat dissipation notches are provided on the mounting portion. When observed from the direction of the rotation centerline of the crankshaft, the heat dissipation notches and the heat dissipation holes at least partially overlap.

[0016] The above-mentioned power assembly is formed by integrally forming the sleeve and the rotor housing and fixedly connecting the isolator seat and the sleeve. It can increase the output power of the magneto mechanism while reducing the thickness of the rotor assembly along the center line of the crankshaft rotation, thereby improving the performance of the magneto mechanism while improving the structural compactness of the magneto mechanism to meet the power generation power of the power assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the structure of the powertrain of this application.

[0018] Figure 2 An exploded diagram of the powertrain of this application.

[0019] Figure 3 This is a partial structural schematic diagram of the powertrain of this application.

[0020] Figure 4 This is a partial structural cross-sectional view of the powertrain of the present application.

[0021] Figure 5 It is a partial structural schematic diagram of the intake and exhaust mechanism of the power assembly of the present application.

[0022] Figure 6 It is a partial cross-sectional view of the powertrain of the present application.

[0023] Figure 7 For this application Figure 5 A partial enlarged view of point A in the middle.

[0024] Figure 8 For this application Figure 5 A partial enlarged view of point B in the middle.

[0025] Fig. 9 For this application Figure 5 A partial enlarged view of point C in the middle.

[0026] Fig.10 For this application Figure 5 A partial enlarged view of point D in the middle.

[0027] Fig.11 It is a cross-sectional view of the magnetic motor mechanism of the powertrain of the present application.

[0028] Fig.12 It is an exploded view of the magnetic motor mechanism of the powertrain of the present application.

[0029] Fig.13 This is a schematic structural diagram of the cylinder head, cylinder head cover and sealing mechanism of the present application.

[0030] Fig.14 This is a schematic diagram of the structure of the sealing mechanism of the power assembly of the present application. DETAILED DESCRIPTION

[0031] 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.

[0032] Figure 1 and Figure 2 A 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 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, and the balance shaft mechanism 19 are all arranged in the accommodating space 111.

[0033] 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 and the balance shaft mechanism 19 are at least partially disposed in the third accommodating space 1151.

[0034] 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.

[0035] 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 .

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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; illustratively, 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.

[0040] like Figure 3 and Figure 4As shown, in order to further improve the compactness and space utilization of the powertrain 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 powertrain 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 powertrain 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; exemplary, 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] like Figure 5 and Figure 6 As shown, as an implementation, the intake assembly 161 includes a first tappet 1612, an intake upper seat 1613, a first valve spring 1614, an intake rod 1611, a first valve guide 1615 and an intake lower seat 1616. The intake upper seat 1613 is sleeved on one end of the intake rod 1611, and an intake plate 1619 is provided at one end of the intake rod 1611 away from the intake upper seat 1613. The first valve guide 1615 is sleeved on the intake rod 1611, and the intake rod 1611 can move relative to the first valve guide 1615 along the axis direction of the intake rod 1611. The first valve spring 1614 is sleeved on the intake rod 1611 and abuts against the intake upper seat 1613. The first valve spring 1614 is also sleeved on the first valve guide 1615 and abuts against the intake lower seat 1616. The intake lower seat 1616 is sleeved on the first valve guide 1615 and fixedly connected to the first valve guide 1615. The intake lower seat 1616 is also connected to the cylinder head 113. The intake upper seat 1613 is at least partially located in the first tappet 1612. The first tappet 1612 abuts against the camshaft assembly 141. The first tappet 1612 is also slidably connected to the cylinder head 113. Specifically, the first tappet 1612 abuts against the first cam 1412.

[0045] The exhaust assembly 162 includes a second tappet 1622, an exhaust upper seat 1623, a second valve spring 1624, an exhaust rod 1621, a second valve guide 1625 and an exhaust lower seat 1626. The exhaust upper seat 1623 is sleeved on one end of the exhaust rod 1621, and an exhaust plate 1629 is provided at one end of the intake rod 1611 away from the exhaust upper seat 1623. The second valve guide 1625 is sleeved on the exhaust rod 1621, and the exhaust rod 1621 can move relative to the second valve guide 1625 along the axial direction of the exhaust rod 1621. The second valve spring 1624 is sleeved on the exhaust rod 1621 and abuts against the exhaust upper seat 1623. The second valve spring 1624 is also sleeved on the second valve guide 1625 and abuts against the exhaust lower seat 1626. The exhaust lower seat 1626 is sleeved on the second valve guide 1625 and fixedly connected to the second valve guide 1625, and the exhaust lower seat 1626 is also connected to the cylinder head 113. The exhaust upper seat 1623 is at least partially located in the second tappet 1622, the second tappet 1622 abuts against the camshaft assembly 141, and the second tappet 1622 is also slidably connected to the cylinder head 113. Specifically, the second tappet abuts against the second cam 1413.

[0046] In this embodiment, an intake passage 1135 and an exhaust passage 1136 are provided in the cylinder head 113. An intake port 1135a is provided at the place where the intake passage 1135 communicates with the combustion chamber. The first cam 1412 drives the first tappet 1612, so that the intake rod 1611 drives the intake disk 1619 to seal the intake port 1135a or separate from the intake port 1135a. An exhaust port 1136a is provided at the place where the exhaust passage 1136 communicates with the combustion chamber. The second cam 1413 drives the second tappet 1622, so that the exhaust rod 1621 drives the exhaust disk 1629 to seal the exhaust port 1136a or separate from the exhaust port 1136a. Through the above arrangement, the intake and exhaust of the intake and exhaust mechanism 16 can be realized.

[0047] As an implementation method, the inner bottom surface of the first tappet 1612 is at least partially raised to form a first abutting portion 1612a, and the first abutting portion 1612a abuts against the intake rod 1611, so that the first cam 1412 can drive the intake rod 1611 to move along the axis direction of the intake rod 1611 through the first tappet 1612. The intake upper seat 1613 is at least partially sunken to form a first receiving groove 1613a, and the first abutting portion 1612a is at least partially located in the first receiving groove 1613a, so that the contact surface between the first tappet 1612 and the intake rod 1611 moves downward, and the first tappet 1612 is at least partially located in the intake upper seat 1613, thereby reducing the height of the intake assembly 161 along the height direction of the power assembly 100, so that the structure of the power assembly 100 is more compact, which is conducive to improving the space utilization rate of the power assembly 100 on the whole vehicle.

[0048] like Figure 7 As shown, in this embodiment, a first plane 1617 is defined which is perpendicular to the axis of the intake rod 1611 and passes through the uppermost end of the intake upper seat 1613, and the uppermost end of the intake rod 1611 is located at the lower side of the first plane 1617. That is, the contact surface between the intake rod 1611 and the first tappet 1612 is located at the lower side of the first plane 1617, so that the contact surface between the first tappet 1612 and the intake rod 1611 moves downward, thereby reducing the height of the intake assembly 161 along the height direction of the powertrain 100.

[0049] Specifically, the contact surface where the first abutting portion 1612a and the air intake rod 1611 abut is defined as the first contact surface. The minimum distance S1 between the first contact surface and the first plane 1617 along the axial direction of the air intake rod 1611 is set to be greater than or equal to 0.06 mm and less than or equal to 0.09 mm. More specifically, the minimum distance S1 between the first contact surface and the first plane 1617 along the axial direction of the air intake rod 1611 is set to be greater than or equal to 0.067 mm and less than or equal to 0.083 mm, or the minimum distance S1 between the first contact surface and the first plane 1617 along the axial direction of the air intake rod 1611 can also be set to 0.075 mm. Through the above-mentioned arrangement, it is possible to avoid the situation where the minimum distance S1 between the first contact surface and the first plane 1617 is too small, resulting in the inability to effectively reduce the height of the air intake assembly 161 along the height direction of the powertrain 100, thereby improving the structural compactness of the air intake assembly 161; it is also possible to avoid the situation where the minimum distance S1 between the first contact surface and the first plane 1617 is too large, resulting in the spacing between the air intake upper seat 1613 and the first strut 1612 being too small, thereby avoiding interference between the air intake upper seat 1613 and the first strut 1612 during the operation of the air intake assembly 161.

[0050] Among them, the inner bottom surface of the first pillar 1612, the side wall of the first pillar 1612 and the first abutment portion 1612a are surrounded by a first recessed space 1612b, and the air intake upper seat 1613 is at least partially located in the first recessed space 1612b, so that when the air intake upper seat 1613 and the first pillar 1612 do not interfere with each other, the interval between the air intake upper seat 1613 and the first pillar 1612 is reduced, thereby reducing the height of the air intake assembly 161 along the height direction of the powertrain 100, so as to improve the structural compactness and space utilization of the air intake assembly 161.

[0051] Specifically, the minimum distance S2 between the air intake upper seat 1613 and the inner bottom surface of the first tappet 1612 along the axis direction of the air intake rod 1611 is set to be greater than or equal to 1.2 mm and less than or equal to 2 mm. More specifically, the minimum distance S2 between the air intake upper seat 1613 and the inner bottom surface of the first tappet 1612 along the axis direction of the air intake rod 1611 is set to be greater than or equal to 1.4 mm and less than or equal to 1.8 mm, or the minimum distance S2 between the air intake upper seat 1613 and the inner bottom surface of the first tappet 1612 along the axis direction of the air intake rod 1611 can also be set to 1.6 mm. Through the above-mentioned arrangement, it is possible to avoid the minimum distance S2 between the air intake upper seat 1613 and the inner bottom surface of the first pillar 1612 being too small, resulting in interference between the air intake upper seat 1613 and the first pillar 1612 during the operation of the air intake assembly 161. It is also possible to avoid the minimum distance S2 between the air intake upper seat 1613 and the inner bottom surface of the first pillar 1612 being too large, resulting in the inability to effectively reduce the height of the air intake assembly 161 along the height direction of the powertrain 100, thereby improving the structural compactness of the air intake assembly 161.

[0052] As another implementation, the inner bottom surface of the second tappet 1622 is at least partially raised to form a second abutting portion 1622a, and the second abutting portion 1622a abuts against the exhaust rod 1621, so that the second cam 1413 can drive the exhaust rod 1621 to move along the axis direction of the exhaust rod 1621 through the second tappet 1622. The exhaust upper seat 1623 is at least partially sunken to form a second receiving groove 1623a, and the second abutting portion 1622a is at least partially located in the second receiving groove 1623a, so that the contact surface between the second tappet 1622 and the exhaust rod 1621 moves downward, and the second tappet 1622 is at least partially located in the exhaust upper seat 1623, thereby reducing the height of the exhaust assembly 162 along the height direction of the power assembly 100, so that the structure of the power assembly 100 is more compact, which is conducive to improving the space utilization rate of the power assembly 100 on the whole vehicle.

[0053] It should be noted that in the present application, the intake upper seat 1613 can be recessed to form a first accommodating groove 1613a and / or the exhaust upper seat 1623 can be recessed to form a second accommodating groove 1623a, so that adjustments can be made according to actual conditions to improve the adaptability of the intake and exhaust mechanism 16.

[0054] like Figure 8 As shown, in this embodiment, a second plane 1627 is defined which is perpendicular to the axis of the exhaust rod 1621 and passes through the uppermost end of the exhaust upper seat 1623, and the uppermost end of the exhaust rod 1621 is located at the lower side of the second plane 1627. That is, the contact surface between the exhaust rod 1621 and the second tappet 1622 is located at the lower side of the second plane 1627.

[0055] Specifically, the contact surface where the second abutting portion 1622a abuts against the exhaust rod 1621 is defined as the second contact surface, and the minimum distance S3 between the second contact surface and the second plane 1627 along the axial direction of the exhaust rod 1621 is set to be greater than or equal to 0.06 mm and less than or equal to 0.09 mm. More specifically, the minimum distance S3 between the second contact surface and the second plane 1627 along the axial direction of the exhaust rod 1621 is set to be greater than or equal to 0.067 mm and less than or equal to 0.083 mm, or the minimum distance S3 between the second contact surface and the second plane 1627 along the axial direction of the exhaust rod 1621 can also be set to 0.075 mm.

[0056] Among them, the inner bottom surface of the second tappet 1622, the side wall of the second tappet 1622 and the second abutment portion 1622a are surrounded to form a second recessed space 1622b, and the exhaust upper seat 1623 is at least partially located in the second recessed space 1622b. Specifically, the minimum distance S4 between the exhaust upper seat 1623 and the inner bottom surface of the second tappet 1622 along the axial direction of the exhaust rod 1621 is set to be greater than or equal to 1.2 mm and less than or equal to 1.8 mm. More specifically, the minimum distance S4 between the exhaust upper seat 1623 and the inner bottom surface of the second tappet 1622 along the axial direction of the exhaust rod 1621 is set to be greater than or equal to 1.35 mm and less than or equal to 1.65 mm, or the minimum distance S4 between the exhaust upper seat 1623 and the inner bottom surface of the second tappet 1622 along the axial direction of the exhaust rod 1621 can also be set to 1.5 mm.

[0057] The beneficial effects of the above-mentioned implementation of the exhaust component 162 are basically the same as the beneficial effects of the implementation of the intake component 161, and will not be repeated here.

[0058] like Figure 6As shown, in the present application, the height of the intake assembly 161 and / or the exhaust assembly 162 along the height direction of the power assembly 100 is reduced through the above implementation, so that the height of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 is reduced, thereby improving the structural compactness and space utilization of the intake and exhaust mechanism 16. Among them, the ratio of the height H1 of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 to the height H2 of the power assembly 100 along the height direction of the power assembly 100 is greater than or equal to 0.18 and less than or equal to 0.28. Specifically, the ratio of the height H1 of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 to the height H2 of the power assembly 100 along the height direction of the power assembly 100 is greater than or equal to 0.2 and less than or equal to 0.25. More specifically, the ratio of the height H1 of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 to the height H2 of the power assembly 100 along the height direction of the power assembly 100 can also be 0.23. Through the above-mentioned arrangement, it is possible to avoid the height H1 of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 being too large, which is not conducive to the structural compactness of the intake and exhaust mechanism 16, thereby improving the space utilization of the intake and exhaust mechanism 16 on the power assembly 100; it is also possible to avoid the height H1 of the intake and exhaust mechanism 16 along the height direction of the power assembly 100 being too small, which leads to interference between the components of the intake and exhaust mechanism 16, thereby improving the working stability of the intake and exhaust mechanism 16.

[0059] The intake rod 1611 and the first valve guide 1615 form a pair of friction pairs, and the exhaust rod 1621 and the second valve guide 1625 form a pair of friction pairs. During the operation of the intake assembly 161 and the exhaust assembly 162, friction will occur between the intake rod 1611 and the first valve guide 1615, and between the exhaust rod 1621 and the second valve guide 1625, thereby accumulating a large amount of heat. The heat generated by the above friction and the heat conducted from the combustion chamber to the intake rod 1611 and the exhaust rod 1621 need to be dissipated in time, otherwise the heat will cause the material properties of the intake rod 1611 and the exhaust rod 1621 to deteriorate, thereby causing failure of the intake and exhaust mechanism 16.

[0060] like Figure 8 and Fig. 9 As shown, as an implementation, the upper end of the intake lower seat 1616 is at least partially recessed to form a first heat dissipation groove 1616 a for storing splashed lubricating oil, and the first heat dissipation groove 1616 a is at least partially arranged around the first valve guide 1615 .

[0061] As another implementation, the upper end of the exhaust lower seat 1626 is at least partially recessed to form a second heat dissipation groove 1626 a for storing splashed lubricating oil, and the second heat dissipation groove 1626 a is at least partially arranged around the second valve guide 1625 .

[0062] Through the above-mentioned arrangement, after the intake rod 1611 transfers heat to the first valve guide 1615, the first valve guide 1615 can be cooled by the lubricating oil in the first heat dissipation groove 1616a, and / or after the exhaust rod 1621 transfers heat to the second valve guide 1625, the second valve guide 1625 can be cooled by the lubricating oil in the second heat dissipation groove 1626a, thereby improving the heat dissipation effect of the intake rod 1611, the first valve guide 1615 and / or the exhaust rod 1621, the second valve guide 1625, thereby preventing the intake and exhaust mechanism 16 from being overheated and damaged, thereby increasing the service life of the intake and exhaust mechanism 16.

[0063] The first heat dissipation groove 1616 a and the second heat dissipation groove 1626 a are both configured as annular grooves, and thus can be configured around the first valve conduit 1615 and the second valve conduit 1625 to improve the heat dissipation effect of the first valve conduit 1615 and the second valve conduit 1625 .

[0064] In this embodiment, the maximum width of the opening of the first heat dissipation groove 1616a along the radial direction of the air intake rod 1611 is greater than the maximum width of the groove bottom of the first heat dissipation groove 1616a along the radial direction of the air intake rod 1611. The maximum width of the opening of the second heat dissipation groove 1626a along the radial direction of the exhaust rod 1621 is greater than the maximum width of the groove bottom of the second heat dissipation groove 1626a along the radial direction of the exhaust rod 1621. Through the above arrangement, the lubricating oil can be more smoothly transported to the first heat dissipation groove 1616a and / or the second heat dissipation groove 1626a, thereby improving the heat dissipation effect of the first valve guide 1615 and the second valve guide 1625. As an optional implementation, the opening of the first heat dissipation groove 1616a and the opening of the second heat dissipation groove 1626a are both provided with a guide portion, and the guide portion is set to a circular arc chamfer, so as to further facilitate the lubricating oil to be transported to the first heat dissipation groove 1616a and / or the second heat dissipation groove 1626a.

[0065] Specifically, the intake lower seat 1616 is provided with a first through hole 1616b for the first valve guide 1615 to pass through, and the first heat dissipation groove 1616a is connected to the first through hole 1616b so that the lubricating oil in the first heat dissipation groove 1616a can contact the first valve guide 1615, thereby improving the heat dissipation effect of the first valve guide 1615. Among them, the intake assembly 161 also includes a first oil seal 1618, and the first oil seal 1618 is arranged at the connection between the first heat dissipation groove 1616a and the first through hole 1616b, so as to prevent the lubricating oil from flowing into the intake passage 1135 from the first through hole 1616b, and further prevent the lubricating oil from entering the combustion chamber, so as to improve the heat dissipation effect of the first valve guide 1615 while improving the safety of the power assembly 100; the first oil seal 1618 can also make the lubricating oil overflow from the first heat dissipation groove 1616a when it fills the first heat dissipation groove 1616a, so as to renew the lubricating oil in the first heat dissipation groove 1616a, so as to further improve the heat dissipation effect of the first valve guide 1615.

[0066] Specifically, the exhaust lower seat 1626 is provided with a second through hole 1626b for the second valve guide 1625 to pass through, and the second heat dissipation groove 1626a is connected to the second through hole 1626b. The exhaust assembly 162 further includes a second oil seal 1628, which is provided at the connection between the second heat dissipation groove 1626a and the second through hole 1626b. In the present application, the beneficial effects of the second heat dissipation groove 1626a and the first heat dissipation groove 1616a are basically the same, and the beneficial effects of the second oil seal 1628 and the first oil seal 1618 are basically the same, which will not be repeated here.

[0067] As an implementation, the lower end of the intake lower seat 1616 is recessed to form a first chamfered portion 1616c, and the first chamfered portion 1616c is arranged around the first valve guide 1615. The lower end of the exhaust lower seat 1626 is recessed to form a second chamfered portion 1626c, and the second chamfered portion 1626c is arranged around the second valve guide 1625. Through the above arrangement, the lower end of the intake lower seat 1616 can be separated from the first valve guide 1615, and the lower end of the exhaust lower seat 1626 can be separated from the second valve guide 1625, thereby reducing the friction between the intake lower seat 1616 and the first valve guide 1615, and reducing the friction between the exhaust lower seat 1626 and the second valve guide 1625, thereby reducing the heat generated by friction.

[0068] like Fig.10 and Fig.11As shown, as an implementation method, the power assembly 100 also includes a magneto mechanism 23, a starting mechanism and a isolator mechanism 24. The magneto mechanism 23 is connected to the crankshaft 121 in a transmission manner, so that the crankshaft 121 can drive the magneto mechanism 23 to achieve the normal operation of the magneto mechanism 23. The starting mechanism is connected to the crankshaft 121 through the isolator mechanism 24 to start the power assembly 100. The isolator mechanism 24 is arranged on the magneto mechanism 23 and is connected to the crankshaft 121 in a rotational manner. Among them, the magneto mechanism 23 is used as an electric energy output mechanism of the power assembly 100 to provide electric energy to the electrical equipment on the vehicle; when the starting mechanism starts the power assembly 100, the starting mechanism drives the isolator mechanism 24 to drive the crankshaft 121 to rotate. When the rotation speed of the crankshaft 121 is greater than the maximum rotation speed that the starting mechanism can provide to the crankshaft 121, the transmission between the isolator mechanism 24 and the crankshaft 121 is disconnected to enable the crankshaft 121 to work normally.

[0069] Specifically, the magneto mechanism 23 includes a stator 231 and a rotor assembly 232. The stator 231 is fixedly connected to the crankcase 115. The rotor assembly 232 is transmission-connected to the crankshaft 121 so that the crankshaft 121 can drive the rotor assembly 232 to rotate. The isolator mechanism 24 includes a isolator seat 241 and a isolator 242. The isolator seat 241 is fixedly connected to the rotor assembly 232. The isolator 242 is arranged on the isolator seat 241 and is transmission-connected to the crankshaft 121. The isolator 242 can be set as a one-way clutch; the rotor assembly 232 is basically cylindrical.

[0070] In this embodiment, the rotor assembly 232 includes a rotor housing 2321, a sleeve 2322 and a rotor member 2323. The sleeve 2322 is fixedly connected to the crankshaft 121 and is integrally formed with the rotor housing 2321, so that the crankshaft 121 can drive the rotor assembly 232 to rotate. The rotor member 2323 is located on the rotor housing 2321, so that when the rotor assembly 232 rotates, the rotor member 2323 can cooperate with the stator 231 to generate electricity. The isolator seat 241 and the sleeve 2322 are fixedly connected, so that the isolator mechanism 24 can be integrated on the rotor assembly 232 to improve the structural compactness of the isolator mechanism 24 and the rotor assembly 232.

[0071] In addition, under normal circumstances, if the diameter of the rotor assembly 232 is the same, the greater the thickness of the rotor assembly 232 along the axial direction of the rotor assembly 232, the greater the output power of the magneto-motor mechanism 23. Among them, the axis of the rotor assembly 232 is substantially parallel to the rotation center line of the crankshaft 121. In the present application, the ratio of the output power of the magneto-motor mechanism 23 to the thickness T1 of the rotor assembly 232 along the rotation center line of the crankshaft 121 is greater than or equal to 8.6 W / mm and less than or equal to 13 W / mm. Specifically, the ratio of the output power of the magneto-motor mechanism 23 to the thickness T1 of the rotor assembly 232 along the rotation center line of the crankshaft 121 is greater than or equal to 9.6 W / mm and less than or equal to 12 W / mm. More specifically, the ratio of the output power of the magneto-motor mechanism 23 to the thickness T1 of the rotor assembly 232 along the rotation center line of the crankshaft 121 can also be 10.8 W / mm. Through the above arrangement, the output power of the magneto mechanism 23 can be increased while reducing the thickness T1 of the rotor assembly 232 along the rotation center line direction of the crankshaft 121, thereby improving the performance of the magneto mechanism 23 while improving the structural compactness of the magneto mechanism 23 to meet the power generation power of the powertrain 100.

[0072] As an implementation method, the total thickness of the rotor assembly 232 and the isolator mechanism 24 along the rotation centerline direction of the crankshaft 121 after assembly is the assembly thickness T2, and the ratio of the output power of the magnetic motor mechanism 23 to the assembly thickness T2 is greater than or equal to 7W / mm and less than or equal to 10.5W / mm. Specifically, the ratio of the output power of the magnetic motor mechanism 23 to the assembly thickness T2 is greater than or equal to 7.8W / mm and less than or equal to 9.7W / mm. More specifically, the ratio of the output power of the magnetic motor mechanism 23 to the assembly thickness T2 can also be 8.7W / mm. Through the above setting, the output power of the magnetic motor mechanism 23 can be increased while reducing the assembly thickness T2, thereby improving the performance of the magnetic motor mechanism 23 while improving the structural compactness of the magnetic motor mechanism 23 to meet the power generation power of the powertrain 100. In the present application, the assembly thickness T2 is set to be greater than or equal to 41mm and less than or equal to 62mm, or the assembly thickness T2 is set to be greater than or equal to 46.3mm and less than or equal to 56.7mm, or the assembly thickness T2 can also be set to 51.5mm. If the assembly thickness T2 is too large, the rotor assembly 232 and the isolator mechanism 24 will occupy a larger layout space; if the assembly thickness T2 is too small, the rotor assembly 232 and the isolator mechanism 24 may interfere with each other. Therefore, through the above arrangement, the structural compactness of the isolator mechanism 24 and the rotor assembly 232 can be improved without affecting the normal operation of the isolator mechanism 24 and the rotor assembly 232, so as to improve the space utilization and structural compactness of the power assembly 100.

[0073] In this embodiment, the thickness of the rotor housing 2321 along the rotation center line direction of the crankshaft 121 is the first thickness T3, the thickness of the sleeve 2322 along the rotation center line direction of the crankshaft 121 is the second thickness T4, the sum of the first thickness T3 and the second thickness T4 is the third thickness, and the ratio of the thickness T1 of the rotor assembly 232 along the rotation center line direction of the crankshaft 121 to the third thickness is greater than or equal to 0.48 and less than or equal to 0.73. Specifically, the ratio of the thickness T1 of the rotor assembly 232 along the rotation center line direction of the crankshaft 121 to the third thickness is greater than or equal to 0.54 and less than or equal to 0.67. More specifically, the ratio of the thickness T1 of the rotor assembly 232 along the rotation center line direction of the crankshaft 121 to the third thickness can also be 0.6. If the ratio of the thickness T1 of the rotor assembly 232 along the rotation centerline direction of the crankshaft 121 to the third thickness is too small, the rotor housing 2321 and the sleeve 2322 will interfere with other components of the rotor assembly 232, thereby affecting the normal operation of the rotor assembly 232; if the ratio of the thickness T1 of the rotor assembly 232 along the rotation centerline direction of the crankshaft 121 to the third thickness is too large, the structure of the rotor assembly 232 will be not compact, thereby reducing the space utilization of the rotor assembly 232, which is not conducive to the arrangement of the power assembly 100 on the vehicle. Through the above arrangement, the thickness of the assembly formed by the rotor housing 2321 and the sleeve 2322 can be reduced, thereby improving the structural compactness of the rotor assembly 232.

[0074] As an implementation method, a first connecting hole 2411 is provided on the one-way device seat 241, and a second connecting hole 2322a is provided on the sleeve 2322. The fastener passes through the first connecting hole 2411 and is connected to the second connecting hole 2322a. The second connecting hole 2322a is a threaded hole. Through the above arrangement, the threaded hole for fixing the fastener can be set on the sleeve 2322, so that the thickness of the one-way device seat 241 along the rotation center line direction of the crankshaft 121 can be reduced to reduce the assembly thickness T2, which is beneficial to improve the structural compactness of the powertrain 100. Optionally, the first connecting hole 2411 is a through hole or a threaded hole, so that the first connecting hole 2411 can be used as a limiting hole or a fixing hole according to requirements to meet different assembly requirements.

[0075] In this embodiment, the end face of the fastener away from the connecting hole and the opening of the threaded hole away from the connecting hole are basically flush, thereby preventing the fastener from interfering with the components in the rotor assembly 232 and avoiding the fastener from occupying the layout space inside the rotor assembly 232, thereby improving the space utilization of the rotor assembly 232.

[0076] It should be noted that, since the output power of the magneto-motor mechanism 23 of the present application is relatively large, specifically, the output power of the magneto-motor mechanism 23 of the present application is greater than or equal to 400W. Therefore, the heat dissipation requirement of the magneto-motor mechanism 23 of the present application is relatively high. As an implementation method, a plurality of heat dissipation holes 2321a are provided on the end face of the rotor housing 2321 close to the crankshaft 121, and the heat dissipation holes 2321a are provided around the axis of the sleeve 2322, so as to improve the heat dissipation efficiency of the rotor assembly 232. Specifically, during the driving process of the vehicle, the heat dissipation holes 2321a can transport the external air to the inside of the rotor housing 2321, thereby cooling the rotor assembly 232.

[0077] More specifically, the sleeve 2322 includes a sleeve portion 2322b and a mounting portion 2322c, and the mounting portion 2322c and the sleeve portion 2322b are integrally formed. The sleeve portion 2322b is fixedly connected to the crankshaft 121, and the mounting portion 2322c is fixed to the isolator seat 241. The mounting portion 2322c is provided with a plurality of heat dissipation notches 2322d. When viewed from the rotation centerline direction of the crankshaft 121, the heat dissipation notches 2322d and the heat dissipation holes 2321a at least partially overlap, so that the sleeve 2322 will not hinder the outside air from being transported to the heat dissipation holes 2321a, and the heat generated by the magnetomechanism 23 is transmitted to the outside through the heat dissipation notches 2322d after passing through the heat dissipation holes 2321a, which is conducive to further improving the heat dissipation effect of the rotor assembly 232.

[0078] like Fig.12 and Fig.13As shown, as an implementation, the power assembly 100 includes a sealing mechanism 25, and the sealing mechanism 25 is used to seal the connection between the cylinder head cover 112 and the cylinder head 113, so as to improve the sealing performance of the power assembly 100. The sealing mechanism 25 includes an abutting portion 251 and a first clamping end 252, and the first clamping end 252 is used to clamp with the cylinder head cover 112, and the abutting portion 251 is located between the cylinder head 113 and the cylinder head cover 112, that is, the abutting portion 251 abuts between the cylinder head 113 and the cylinder head cover 112, so that the sealing mechanism 25 can seal the connection between the cylinder head cover 112 and the cylinder head 113. Specifically, at least one side of the abutting portion 251 extends substantially along the preset plane 253, and the acute angle μ formed between the preset plane 253 and the axis of the cylinder hole 1142 is set to be greater than or equal to 5° and less than or equal to 15°. The opening of the acute angle μ is set toward the cylinder head 113. More specifically, the acute angle μ formed between the preset plane 253 and the axis of the cylinder hole 1142 is set to be greater than or equal to 6° and less than or equal to 10°. Optionally, the acute angle μ formed between the preset plane 253 and the axis of the cylinder hole 1142 can also be set to 7°. Through the above-mentioned arrangement, it is possible to prevent the acute angle μ from being too large, which would cause the contact surface between the abutment portion 251 and the cylinder head 113 to be too small, thereby avoiding unstable abutment between the abutment portion 251 and the cylinder head 113, and further improving the sealing of the cylinder head 113 and the cylinder head cover 112; it is also possible to prevent the acute angle μ from being too small, which would cause the contact surface between the abutment portion 251 and the cylinder head 113 to be too large, thereby avoiding excessive contact between the abutment portion 251 and the cylinder head 113, which would be detrimental to the deformation of the abutment portion 251, and further making the abutment between the abutment portion 251 and the cylinder head 113 more stable through the deformation of the abutment portion 251, which is beneficial to further improving the sealing of the cylinder head 113.

[0079] In this embodiment, the surface of the abutting portion 251 contacting the cylinder head 113 is defined as a contact surface 2511, and the contact surface 2511 at least partially extends away from the first clamping end 252 to form a first protrusion 2512. When the cylinder head 113 and the cylinder head cover 112 are connected, the first protrusion 2512 is deformed to make the abutting portion 251 and the cylinder head 113 have an interference fit. The first protrusion 2512 can be made of an elastic material, which is conducive to the deformation of the first protrusion 2512, so as to improve the abutment stability between the abutting portion 251 and the cylinder head 113. Optionally, at least two first protrusions 2512 are provided, so that the first protrusions 2512 are more likely to be deformed.

[0080] As an implementation, the cylinder head 113 is provided with a shaft seat (not shown in the figure), and the shaft seat is used for mating connection with the camshaft assembly 141, so that the camshaft assembly 141 can be rotatably connected to the cylinder head 113 through the shaft seat, and the camshaft assembly 141 can be limited by the shaft seat to improve the working stability of the camshaft assembly 141. Wherein, at least one side of the cylinder head 113 in the width direction of the power assembly 100 is provided with a machining hole 1130, and the machining hole 1130 is used for machining the shaft seat, so as to facilitate the machining of the cylinder head 113.

[0081] Specifically, the sealing mechanism 25 further includes a sealing portion 254 for sealing the machining hole 1130, and at least a part of the sealing portion 254 is located in the machining hole 1130. The outer contour of the sealing portion 254 is basically the same as the inner contour of the machining hole 1130, so that the sealing portion 254 can cooperate with the machining hole 1130 to improve the sealing performance of the cylinder head 113.

[0082] More specifically, the sealing portion 254 includes a second clamping end 2541 and a clamping groove 2542. The second clamping end 2541 is clamped with the cylinder head cover 112, and the clamping groove 2542 is clamped with the machining hole 1130. Wherein, at least a part of the cylinder head 113 provided with the machining hole 1130 is located in the clamping groove 2542. Through the above settings, the sealing portion 254 can be respectively connected to the cylinder head cover 112 and the cylinder head 113, so that the sealing portion 254 can improve the sealing performance of the cylinder head cover 112 and the cylinder head 113. It should be noted that the clamping of the clamping groove 2542 and the machining hole 1130 refers to the clamping of the clamping groove 2542 and the edge of the machining hole 1130. Specifically, the clamping groove 2542 is basically in the shape of "冖", so as to facilitate the clamping of the clamping groove 2542 and the edge of the machining hole 1130 and improve the clamping stability of the sealing portion 254 and the cylinder head 113.

[0083] In this embodiment, at least a part of the bottom surface of the clamping groove 2542 extends away from the second clamping end 2541 to form a second protrusion 2542a. When the cylinder head 113 and the cylinder head cover 112 are connected, the second protrusion 2542a deforms to make the sealing portion 254 and the machining hole 1130 in interference fit. Wherein, the second protrusion 2542a can be made of an elastic material, which is beneficial to the deformation of the second protrusion 2542a to improve the abutting stability of the clamping groove 2542 and the machining hole 1130. Optionally, at least two second protrusions 2542a are provided, so that the second protrusions 2542a are more likely to deform.

[0084] In the present application, the structures of the first clamping end 252 and the second clamping end 2541 are basically the same, and a sealing groove 1122 is formed at the edge of the cylinder head cover 112. The first clamping end 252 and the second clamping end 2541 are at least partially located in the sealing groove 1122 and are interference fit with the sealing groove 1122, so that the sealing mechanism 25 and the cylinder head cover 112 can be interference fit through the first clamping end 252 and the second clamping end 2541, so that the sealing mechanism 25 can improve the sealing of the cylinder head cover 112.

[0085] In order to improve the clamping stability between the cylinder head cover 112 and the sealing mechanism 25, the sealing mechanism 25 further includes a sealing block 255 capable of elastic deformation, and the sealing block 255 is arranged on the side of the first clamping end 252 and / or the second clamping end 2541. Through the above arrangement, the volume of the first clamping end 252 and / or the second clamping end 2541 in the sealing groove 1122 can be increased by the sealing block 255, so that when the first clamping end 252 and / or the second clamping end 2541 is clamped to the sealing groove 1122, the sealing block 255 can be squeezed and deformed, so that the interference fit between the first clamping end 252 and / or the second clamping end 2541 and the sealing groove 1122 is more stable, so as to further improve the sealing performance of the cylinder head cover 112.

[0086] 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 scope of protection of the appended claims of the present invention.

Claims

1. A powertrain, comprising: A crankcase, wherein a receiving space is formed in the crankcase; a crank-connecting rod mechanism, wherein the crank-connecting rod mechanism is at least partially disposed in the accommodation space and comprises a crankshaft; A magnetomechanism, the magnetomechanism comprising a stator and a rotor assembly, the stator being fixedly connected to the crankcase, and the rotor assembly being drivingly connected to the crankshaft; A one-way device mechanism, the one-way device mechanism comprises a one-way device seat and a one-way device, the one-way device seat is fixedly connected to the rotor assembly, the one-way device is rotatably connected to the crankshaft, and the one-way device is arranged on the one-way device seat; It is characterized in that The rotor assembly comprises a rotor housing, a sleeve fixedly connected to the crankshaft, and a rotor member located on the rotor housing, the sleeve and the rotor housing are integrally formed, and the isolator seat is fixedly connected to the sleeve; The ratio of the output power of the magnetomechanism to the thickness of the rotor assembly along the direction of the crankshaft rotation centerline is greater than or equal to 8.6 W / mm and less than or equal to 13 W / mm.

2. The powertrain according to claim 1, characterized in that: The ratio of the output power of the magnetomechanism to the thickness of the rotor assembly along the direction of the crankshaft rotation centerline is greater than or equal to 9.6 W / mm and less than or equal to 12 W / mm.

3. The powertrain according to claim 1, characterized in that: After the rotor assembly and the isolator mechanism are assembled, the total thickness along the crankshaft rotation centerline direction is the assembly thickness, and the ratio of the output power of the magneto mechanism to the assembly thickness is greater than or equal to 7W / mm and less than or equal to 10.5W / mm.

4. The powertrain according to claim 3, characterized in that: The assembly thickness is set to be greater than or equal to 41 mm and less than or equal to 62 mm.

5. The powertrain according to claim 1, characterized in that: The thickness of the rotor housing along the direction of the crankshaft rotation centerline is a first thickness, the thickness of the sleeve along the direction of the crankshaft rotation centerline is a second thickness, the sum of the first thickness and the second thickness is a third thickness, and the ratio of the thickness of the rotor assembly along the direction of the crankshaft rotation centerline to the third thickness is greater than or equal to 0.48 and less than or equal to 0.

73.

6. The powertrain according to claim 1, characterized in that: The isolator seat is provided with a first connecting hole, the shaft sleeve is provided with a second connecting hole, and the fastener passes through the first connecting hole and is connected with the second connecting hole.

7. The powertrain according to claim 6, characterized in that: The first connecting hole is a through hole or a threaded hole, and the second connecting hole is a threaded hole.

8. The powertrain according to claim 6, characterized in that: The end surface of the fastener away from the connecting hole is substantially flush with the opening of the threaded hole away from the connecting hole.

9. The powertrain according to claim 1, characterized in that: A plurality of heat dissipation holes are arranged on the end surface of the rotor housing close to the crankshaft, and the heat dissipation holes are arranged around the axis of the shaft sleeve.

10. The powertrain according to claim 9, characterized in that: The shaft sleeve includes a sleeve portion fixedly connected to the crankshaft and a mounting portion fixed to the isolator seat, the mounting portion and the sleeve portion are integrally formed, and a plurality of heat dissipation notches are provided on the mounting portion. When observed from the direction of the rotation centerline of the crankshaft, the heat dissipation notches and the heat dissipation holes at least partially overlap.

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