Powertrain

Abstract

The present application discloses a powertrain, which includes an engine and an intake system, wherein the engine includes a cylinder head, and the intake system includes a throttle valve and a bypass intake assembly. The throttle valve includes an intake channel and a valve body. When the engine is in an idle state, the valve body closes the intake channel, so that the intake channel is divided into a first channel and a second channel. The bypass intake assembly connects the first channel and the second channel, and the bypass intake assembly includes a mounting seat, a driving member, and an adjusting member. A movable chamber, an intake hole, and a throttle hole are formed inside the mounting seat. The adjusting member is floatingly connected to the driving member, and the adjusting member is driven by the driving member to move in the movable chamber. When the engine is in an idle state, the adjusting member moves from the first position to the second position, and the first throttle part is first connected to the intake hole until the second throttle part is connected to the intake hole. Through the above arrangement, the service life of the powertrain can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle power technology, and in particular to a powertrain. Background Art

[0002] In the prior art, a powertrain consists of an engine and an intake system. The intake system includes a throttle valve, which controls the amount of air entering the engine, thereby regulating the engine's power output and speed. The throttle valve defines an intake passage and includes a valve plate installed within the intake passage. During vehicle operation, the valve plate opens to supply air to the engine.

[0003] When the engine is idling, the valve plate is closed. Therefore, to prevent the engine from stalling at idle, the throttle valve also includes a bypass intake assembly. This bypass intake assembly connects to the intake passages on either side of the valve plate and supplies air to the engine during idle. If the air flow entering the bypass intake assembly fluctuates significantly during idle, the air-fuel ratio in the engine's combustion chamber can fluctuate significantly, shortening the engine's lifespan and, in turn, the powertrain's lifespan. The air-fuel ratio is the ratio of the mass of air to the mass of fuel entering the engine's combustion chamber. Summary of the Invention

[0004] In order to address the deficiencies of the prior art, the present application aims to provide a powertrain with a longer service life.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] A powertrain includes an engine and an air intake system, wherein the engine includes a cylinder head; the air intake system includes a throttle valve and a bypass air intake assembly. The throttle valve is mounted on the cylinder head and includes an air intake passage and a valve body mounted in the air intake passage. When the engine is idling, the valve body closes the air intake passage, so that the air intake passage is divided into a first passage and a second passage connected to the cylinder head. The bypass air intake assembly is connected to the throttle valve. When the engine is idling, the bypass air intake assembly can connect the first passage and the second passage to supply air to the engine. The bypass air intake assembly includes a mounting seat, a driving member, and an adjusting member. A movable chamber, an air intake hole connected to the movable chamber, and a throttle hole formed on the inner wall of the movable chamber are formed inside the mounting seat. The air intake hole is connected to the first passage, and the throttle hole is connected to the second passage. The driving member is movably connected to the mounting seat. The regulating member is located within the movable chamber and is in floating connection with the driving member. The regulating member can be driven by the driving member to move within the movable chamber so that the regulating member has a first position that blocks the throttle orifice and a second position that does not block the throttle orifice. The throttle orifice includes a first throttle portion and a second throttle portion connected to each other, with the maximum width of the first throttle portion being smaller than the maximum width of the second throttle portion. When the engine is idling, during movement of the regulating member from the first position to the second position, the first throttle portion first communicates with the air inlet orifice until the second throttle portion communicates with the air inlet orifice.

[0007] Furthermore, when the engine is in the idle state, the air flow rate flowing through the throttle hole changes substantially linearly.

[0008] Furthermore, the first throttle portion includes a first arc structure, and the second throttle portion includes a second arc structure, wherein the radius of the second arc structure is greater than the radius of the first arc structure. The radius of the first arc structure ranges from 0.9 mm to 1.37 mm, and the radius of the second arc structure ranges from 2.06 mm to 2.75 mm.

[0009] Furthermore, the throttle hole includes a transition section, two ends of the transition section are respectively connected to the first arc structure and the second arc structure, and the two ends of the transition section are also tangent to the first arc structure and the second arc structure respectively.

[0010] Furthermore, the minimum distance between the two ends of the transition section ranges from 3.15 mm to 4.95 mm.

[0011] Furthermore, the first throttle portion is arranged closer to the air inlet than the second throttle portion; the moving direction of the adjusting member is defined as a preset direction, and the first throttle portion and the second throttle portion are basically arranged along the preset direction; along the preset direction, the first throttle portion is located between the second throttle portion and the air inlet.

[0012] Furthermore, the movable chamber is basically in a circular groove structure, and a plurality of throttle holes are provided. The plurality of throttle holes are opened on the circumferential wall of the movable chamber, and the outer surface of the adjusting member forms a circumferential surface, which is in contact with the circumferential wall.

[0013] Furthermore, the driving member is basically a shaft body, and the driving member includes a first shaft segment and a second shaft segment, the diameter of the second shaft segment is larger than the diameter of the first shaft segment, and an annular recessed portion is formed on the driving member and is located between the first shaft segment and the second shaft segment. The inner diameter of the annular recessed portion is smaller than the diameter of the first shaft segment, and a through hole is opened on the adjusting member, the aperture of the through hole is smaller than the diameter of the second shaft segment and larger than the diameter of the first shaft segment, the annular recessed portion is at least partially located in the through hole, and the first shaft segment is at least partially passed through the through hole.

[0014] Furthermore, an abutment surface is formed on the adjusting member, a sealing step is formed at one end of the adjusting member toward the air inlet, and a sealing surface is formed on the sealing step. When the adjusting member is in the first position, the abutment surface abuts against the sealing surface to form an end face seal between the adjusting member and the sealing step.

[0015] Furthermore, the adjusting member includes an abutment structure and a movable structure capable of blocking the throttle hole. The abutment structure is installed on the driving member, and the movable structure is at least partially located between the driving member and the abutment structure, so that the abutment structure can also fix the movable structure to the driving member. An abutment surface is formed on the end face of the abutment structure facing the air inlet.

[0016] The bypass intake assembly in the aforementioned powertrain controls the opening and closing of the throttle orifice and the second passage by driving the adjusting member through movement. Furthermore, the adjusting member and the driving member are floatingly connected to improve the stability of the adjusting member's movement within the movable chamber. Furthermore, the throttle orifice includes a first throttle portion and a second throttle portion connected to each other, wherein the maximum width of the first throttle portion is smaller than the maximum width of the second throttle portion. This allows the adjusting member to linearly change the airflow through the throttle orifice when controlling the connection between the throttle orifice and the intake orifice. This reduces fluctuations in the bypass intake assembly's intake flow when the engine is idling, thereby slowing changes in the air-fuel ratio in the combustion chamber and thereby increasing the service life of the powertrain. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0018] Figure 2 A partial cross-sectional view of the air intake system provided in this embodiment.

[0019] Figure 3 A cross-sectional view of the adjustment member of the bypass air intake assembly of the powertrain provided in this embodiment when it is in the first position.

[0020] Figure 4A cross-sectional view of the adjustment member of the bypass air intake assembly of the powertrain provided in this embodiment when it is in the second position.

[0021] Figure 5 A cross-sectional view of the mounting base of the powertrain provided in this embodiment.

[0022] Figure 6 A schematic diagram of the disassembled drive shaft and adjustment parts of the powertrain provided in this embodiment.

[0023] Figure 7 A schematic diagram of the air flow rate flowing through the circulation portion provided in this embodiment.

[0024] Figure 8 A schematic diagram of the air flow dispersion through the flow passage provided in this embodiment. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation of the present application will be clearly and completely described below in conjunction with the drawings in the implementation of the present application.

[0026] like Figure 1 As shown, the present application provides a powertrain 100, which includes an engine 10 and an intake system 16, and the intake system 16 is connected to the engine 10. The engine 10 includes a cylinder head cover 11, a cylinder head 12, a cylinder block 13, a crankcase 14, a crankshaft connecting rod mechanism 15, an ignition module (not shown) and a piston mechanism (not shown). Specifically, the cylinder head cover 11, the cylinder head 12, the cylinder block 13 and the crankcase 14 are connected in sequence. The cylinder head 12 and the cylinder block 13 are connected to form a combustion chamber, and the intake system 16 is connected to the cylinder head 12. The intake system 16 is used to provide air to the combustion chamber so that air and fuel are mixed in the combustion chamber to form a mixture. The ignition module is at least partially located in the combustion chamber, and the ignition module is used to ignite the mixture. The piston mechanism is at least partially located in the cylinder block 13, and the piston mechanism is used to convert the heat energy generated by the combustion of the mixture into mechanical energy. The crankshaft-connecting rod mechanism 15 is rotationally connected to the crankcase 14 and is transmission-connected to the piston mechanism. The crankshaft-connecting rod mechanism 15 is used to convert the reciprocating motion of the piston mechanism into rotational motion and output power.

[0027] like Figures 2 to 4 As shown, as an embodiment, the intake system 16 includes a main intake assembly 161 and a bypass intake assembly 162. The main intake assembly 161 is connected to the cylinder head 12, and the bypass intake assembly 162 is connected to the main intake assembly 161. When the vehicle is running, the main intake assembly 161 can provide air to the engine 10. When the engine 10 is in an idle state, the bypass intake assembly 162 can provide air to the engine 10.

[0028] The main intake assembly 161 includes a throttle valve 1611, which is mounted on the cylinder head 12. While the vehicle is running, the throttle valve 1611 is used to supply air to the engine 10. Specifically, the throttle valve 1611 includes an intake passage 1611a and a valve body 1611b. The intake passage 1611a communicates with the cylinder head 12, while the valve body 1611b is mounted within the intake passage 1611a and controls the flow of air between the intake passage 1611a and the cylinder head 12. When the engine 10 is idling, the valve body 1611b closes the intake passage 1611a, separating the intake passage 1611a into a first passage 1611c and a second passage 1611d. The first passage 1611c communicates with the outside world, while the second passage 1611d communicates with the cylinder head 12.

[0029] More specifically, the bypass air intake assembly 162 is connected to the throttle valve 1611 . When the engine 10 is in an idle state, the bypass air intake assembly 162 can connect the first channel 1611 c and the second channel 1611 d , thereby supplying air to the engine 10 and maintaining stable operation of the engine 10 .

[0030] In this embodiment, the bypass air intake assembly 162 includes a mounting base 1621, a driver 1622, and an adjustment member 1623. The mounting base 1621 serves as the basic framework of the bypass air intake assembly 162, supporting the driver 1622 and the adjustment member 1623. The driver 1622 is movably connected to the mounting base 1621, and the adjustment member 1623 is mounted within the mounting base 1621 and connected to the driver 1622. The driver 1622 controls the movement of the adjustment member 1623, thereby controlling the connection and disconnection between the bypass air intake assembly 162 and the cylinder head 12.

[0031] Specifically, a movable chamber 1621a, an air inlet 1621b, and a throttle hole 1621c are formed within the mounting base 1621. The air inlet 1621b communicates with the movable chamber 1621a and further communicates with the first channel 1611c. The throttle hole 1621c is formed on the inner wall of the movable chamber 1621a and communicates with the second channel 1611d. This allows gas within the first channel 1611c to enter the movable chamber 1621a through the air inlet 1621b, and then pass through the throttle hole 1621c and the second channel 1611d in sequence before entering the cylinder head 12. This allows the air to bypass the intake assembly 162 to supply air to the engine 10 when the engine 10 is idling.

[0032] It should be noted that the engine 10 of the present application is provided with at least one combustion chamber, each of which is connected to a throttle hole 1621c via a second channel 1611d. Therefore, the mounting base 1621 of the present application is provided with throttle holes 1621c corresponding to the number of combustion chambers, so that each throttle hole 1621c can be connected to a corresponding combustion chamber, thereby allowing the bypass intake assembly 162 to provide gas to each combustion chamber.

[0033] Specifically, regulating member 1623 is located within movable chamber 1621a and can be driven by driver 1622 to move within movable chamber 1621a, such that regulating member 1623 has a first position in which it blocks throttle orifice 1621c and a second position in which it does not block throttle orifice 1621c. With this arrangement, driver 1622 drives regulating member 1623 to move between the first and second positions, thereby controlling the blocking and flow of throttle orifice 1621c. By controlling the position of regulating member 1623, the opening of throttle orifice 1621c is controlled, thereby controlling the flow rate of air flowing through throttle orifice 1621c.

[0034] It should be noted that the driving member 1622 may deflect during movement. If the adjusting member 1623 is fixedly connected to the driving member 1622, the driving member 1622 will cause the adjusting member 1623 to deflect, and the deflected adjusting member 1623 will interfere with the movable chamber 1621a, causing the adjusting member 1623 to be unable to move or to become stuck. Therefore, a floating connection is adopted between the adjusting member 1623 and the driving member 1622 of the present application. Such an arrangement can ensure that there is a certain relative displacement between the driving member 1622 and the adjusting member 1623, so that the driving member 1622 will not cause the adjusting member 1623 to deflect after deflection, thereby avoiding the deflection of the adjusting member 1623, which may cause the adjusting member 1623 to be unable to move or to become stuck, thereby facilitating the movement stability of the adjusting member 1623 between the first position and the second position.

[0035] Specifically, the throttle hole 1621c includes a first throttle portion 1621d and a second throttle portion 1621e connected to each other. The maximum width of the first throttle portion 1621d is smaller than the maximum width of the second throttle portion 1621e. The width direction of the first throttle portion 1621d and the width direction of the second throttle portion 1621e are both perpendicular to the movement direction of the adjustment member 1623.

[0036] More specifically, when the engine 10 is idling, as the regulating member 1623 moves from the first position to the second position, the first throttle portion 1621d first communicates with the intake hole 1621b until the second throttle portion 1621e communicates with the intake hole 1621b. This arrangement allows the flow rate of air flowing through the throttle hole 1621c to change substantially linearly as the regulating member 1623 moves from the first position to the second position. Furthermore, this arrangement reduces fluctuations in the flow rate of air flowing through the throttle hole 1621c, thereby reducing fluctuations in the intake flow rate of the bypass intake assembly 162. This prevents excessive fluctuations in the intake flow rate of the bypass intake assembly 162, which could lead to excessive fluctuations in the air-fuel ratio within the combustion chamber. This, in turn, prevents abnormal combustion phenomena such as pre-ignition or incomplete combustion of the mixture caused by excessive fluctuations in the air-fuel ratio, thereby preventing damage to the engine 10 caused by abnormal combustion of the mixture. This, in turn, helps to extend the service life of the engine 10 and, consequently, the service life of the powertrain 100.

[0037] It should be noted that the vehicle includes an ECU (Electronic Control Unit) for real-time monitoring, calculation, and control of vehicle operation. The ECU presets a relationship curve between air flow and fuel injection amount. Within this preset relationship curve, the air-fuel ratio in the combustion chamber can be maintained at a substantially standard value. If the air flow fluctuates at a certain moment, resulting in excessive or insufficient air flow at that moment, the actual relationship between the air flow and fuel injection amount at that moment will not conform to the preset relationship curve, causing the air-fuel ratio in the combustion chamber to fluctuate and deviate at that moment. Therefore, the present application reduces the fluctuation of the intake flow of the bypass intake assembly 162, thereby mitigating fluctuations in the air-fuel ratio in the combustion chamber, allowing the air-fuel ratio in the combustion chamber to be maintained substantially at a standard value, thereby increasing the service life of the engine 10 and the powertrain 100.

[0038] Through the above-mentioned setting, the bypass intake assembly 162 of the present application can be floatingly connected to the driving member 1622 through the adjusting member 1623, so that the adjusting member 1623 can stably move from the first position to the second position in the movable chamber 1621a, so that the air flow hole can be connected to the intake hole 1621b from the first throttle portion 1621d until the first throttle portion 1621d and the second throttle portion 1621e are both connected to the intake hole 1621b, so that the air flow rate flowing through the throttle hole 1621c changes basically linearly, which is beneficial to reduce the fluctuation of the air flow rate flowing through the throttle hole 1621c, and then can slow down the fluctuation of the air-fuel ratio in the combustion chamber, so as to improve the service life of the engine 10 and the powertrain 100.

[0039] For the convenience of expression, this application defines Figure 4 The bypass air intake assembly 162 is shown in an up and down orientation.

[0040] As an embodiment, the first throttle portion 1621d is arranged closer to the air inlet 1621b than the second throttle portion 1621e, and the movement direction of the regulating member 1623 is defined as a preset direction, i.e., the up-down direction of the bypass air inlet assembly 162 in the figure. The first throttle portion 1621d and the second throttle portion 1621e are basically arranged along the preset direction. Moreover, along the preset direction, the first throttle portion 1621d is located between the second throttle portion 1621e and the air inlet 1621b. The air inlet 1621b, the first throttle portion 1621d, and the second throttle portion 1621e can be distributed sequentially from bottom to top along the up-down direction of the bypass air inlet assembly 162, thereby achieving a substantially linear change in the air flow rate flowing through the throttle hole 1621c.

[0041] like Figure 5 As shown, as an embodiment, the first throttle portion 1621d includes a first arc structure 1621f, and the second throttle portion 1621e includes a second arc structure 1621g, and the radius of the second arc structure 1621g is greater than the radius of the first arc structure 1621f. Such an arrangement can make the throttle hole 1621c basically have a shape that is small at the bottom and large at the top, so that when the adjustment member 1623 moves from the first position to the second position, the air flow rate flowing through the throttle hole 1621c changes basically linearly. Secondly, the arrangement of the first arc structure 1621f and the second arc structure 1621g can reduce the stress concentration of the first throttle portion 1621d and the second throttle portion 1621e when the airflow passes through the throttle hole 1621c, thereby avoiding damage to the throttle hole 1621c due to excessive stress concentration, thereby increasing the service life of the throttle hole 1621c.

[0042] The radius of the first arc structure 1621f ranges from 0.9mm to 1.37mm, while the radius of the second arc structure 1621g ranges from 2.06mm to 2.75mm. Specifically, the radius of the first arc structure 1621f ranges from 1.08mm to 1.23mm, while the radius of the second arc structure 1621g ranges from 2.26mm to 2.47mm. More specifically, the radius of the first arc structure 1621f is 1.18mm, while the radius of the second arc structure 1621g is 2.34mm. Such a setting can avoid the radius of the first arc structure 1621f and the radius of the second arc structure 1621g being too large, which would cause the throttle hole 1621c to be too large, thereby avoiding the throttle hole 1621c being too large and thus reducing the structural strength of the mounting base 1621. It can also avoid the radius of the first arc structure 1621f and the radius of the second arc structure 1621g being too small, which would cause the throttle hole 1621c to be too small, thereby avoiding the throttle hole 1621c being too small and thus reducing the airflow efficiency, thereby improving the efficiency of the bypass intake assembly 162 in providing gas to the combustion chamber.

[0043] It should be noted that, in this embodiment, the radius of the first arc structure 1621f and the radius of the second arc structure 1621g need to satisfy the above range at the same time, so that the throttle hole 1621c can basically be small at the bottom and large at the top, so that the air flow rate flowing through the throttle hole 1621c changes basically linearly.

[0044] In one embodiment, the throttle hole 1621c includes a transition section 1621h, the ends of which are connected to the first arc structure 1621f and the second arc structure 1621g, respectively. The ends of the transition section 1621h are also tangent to the first arc structure 1621f and the second arc structure 1621g, respectively. This configuration can make the throttle hole 1621c substantially teardrop-shaped, thereby better ensuring that the airflow rate flowing through the throttle hole 1621c varies substantially linearly.

[0045] In this embodiment, the minimum spacing D between the two ends of the transition section 1621h ranges from 3.15 mm to 4.95 mm. Specifically, the minimum spacing D between the two ends of the transition section 1621h ranges from 3.78 mm to 4.35 mm. More specifically, the minimum spacing D between the two ends of the transition section 1621h is 4.01 mm. This arrangement can prevent the minimum spacing D from being too large, which would cause the throttle hole 1621c to be too large, thereby avoiding reducing the structural strength of the mounting base 1621. Secondly, it can also prevent the minimum spacing D from being too small, which would cause the throttle hole 1621c to be too small, thereby avoiding the throttle hole 1621c from being too small, thereby avoiding reducing the airflow efficiency, thereby improving the efficiency of the bypass intake assembly 162 in providing gas to the combustion chamber.

[0046] It should be noted that the cross-section of the throttle hole 1621c can also be basically in other shapes such as an inverted triangle or an inverted trapezoid, as long as the air flow rate flowing through the throttle hole 1621c changes basically linearly when the adjustment member 1623 moves from the first position to the second position. This application does not impose any restrictions on this.

[0047] In one embodiment, the movable chamber 1621a is generally configured as a circular groove, with multiple throttle holes 1621c provided. These throttle holes 1621c are formed on the circumferential wall of the movable chamber 1621a, and the outer surface of the adjusting member 1623 is formed with a circumferential surface 1623a. Specifically, the circumferential surface 1623a is in contact with the circumferential wall. This arrangement improves the fit between the adjusting member 1623 and the throttle holes 1621c, thereby enhancing the sealing performance of the adjusting member 1623 in blocking the throttle holes 1621c.

[0048] like Figure 6As shown, as one embodiment, the driving member 1622 is essentially a shaft, comprising a first shaft segment 1622a, a second shaft segment 1622b, and an annular recessed portion 1622c located between the first and second shaft segments 1622a, 1622b. The diameter of the second shaft segment 1622b is greater than that of the first shaft segment 1622a, and the inner diameter of the annular recessed portion 1622c is smaller than that of the first shaft segment 1622a. More specifically, the adjusting member 1623 is provided with a through hole 1623g, through which the first shaft segment 1622a at least partially extends, thereby achieving connection between the driving member 1622 and the adjusting member 1623.

[0049] In this embodiment, the aperture of the through hole 1623g is smaller than the diameter of the second shaft segment 1622b and larger than the diameter of the first shaft segment 1622a, so that the first shaft segment 1622a can pass through the through hole 1623g while the second shaft segment 1622b can limit the adjusting member 1623 to prevent the adjusting member 1623 from moving axially along the driving member 1622, thereby facilitating the driving member 1622 to drive the adjustment to move precisely between the first position and the second position.

[0050] Specifically, the annular recessed portion 1622c is at least partially located within the through hole 1623g. Since the inner diameter of the annular recessed portion 1622c is smaller than the diameter of the first shaft segment 1622a, this arrangement allows a gap to be created between the outer wall of the annular recessed portion 1622c and the inner wall of the through hole 1623g, thereby providing space for relative deflection between the driving member 1622 and the adjusting member 1623. This allows the driving member 1622 to deflect relative to the adjusting member 1623 without the adjusting member 1623 deflecting. This prevents the deflection of the driving member 1622 from affecting the position of the adjusting member 1623, thereby improving the movement stability of the adjusting member 1623.

[0051] like Figure 2As shown, as an embodiment, the bypass air intake assembly 162 also includes a stepper motor 1624, which is mounted on the mounting base 1621 and is used to rotate the driving member 1622. Specifically, the stepper motor 1624 includes a motor body 1624a, a first coil (not shown) and a second coil (not shown). The motor body 1624a is mounted on the mounting base 1621, the first coil is mounted on the motor body 1624a and is used to generate a first induced magnetic field, and the second coil is mounted on the driving member 1622 and is used to generate a second induced magnetic field. By switching the direction of the current in the first coil, the direction of the first induced magnetic field is changed, and then the driving member 1622 is driven to rotate by the force between the first induced magnetic field and the second induced magnetic field. More specifically, the mounting base 1621 is provided with an internal thread, and the driving member 1622 is provided with an external thread, and the driving member 1622 is threadedly connected to the mounting base 1621 through the internal thread and the external thread. Through the above arrangement, the stepper motor 1624 can drive the driving member 1622 to rotate, thereby driving the driving member 1622 to move in the up and down directions of the bypass air intake assembly 162, and then the driving member 1622 can drive the adjusting member 1623 to move between the first position and the second position.

[0052] It should be noted that when the stepper motor 1624 drives the driving member 1622 to rotate, the driving member 1622 will deflect. Therefore, to prevent the deflection of the driving member 1622 from being transmitted to the adjusting member 1623, the adjusting member 1623 and the driving member 1622 are connected in a floating manner. In this embodiment, the second coil of the stepper motor 1624 is mounted on the second shaft segment 1622b.

[0053] In one embodiment, an abutment surface 1623b is formed on the adjusting member 1623, and a sealing step 1621j is formed on one end of the air inlet 1621b facing the adjusting member 1623. A sealing surface 1621k is formed on the sealing step 1621j. When the adjusting member 1623 is in the first position, the abutment surface 1623b abuts the sealing surface 1621k, forming an end face seal between the adjusting member 1623 and the sealing step 1621j, thereby achieving a seal between the adjusting member 1623 and the air inlet 1621b. With this arrangement, when the adjusting member 1623 is in the first position, the adjusting member 1623 blocks the throttle hole 1621c while the abutment surface 1623b blocks the air inlet 1621b, thereby further improving the sealing performance of the bypass air inlet assembly 162.

[0054] It should be noted that the adjusting member 1623 and the driving member 1622 of the present application adopt a floating connection, so as to prevent the driving member 1622 from driving the adjusting member 1623 to deflect and cause the adjusting member 1623 to tilt. Therefore, an end face seal can be formed between the adjusting member 1623 of the present application and the sealing step 1621j, and the sealing performance of the end face seal is better than that of the conical surface seal, thereby improving the sealing performance of the bypass air intake assembly 162.

[0055] like Figure 6 As shown, in this embodiment, the adjusting member 1623 includes an abutment structure 1623c and a movable structure 1623d. The movable structure 1623d is movable between a first position and a second position to block or open the throttle hole 1621c. The abutment structure 1623c is used to seal the adjusting member 1623 with the sealing step 1621j. Specifically, the abutment surface 1623b is located on the abutment structure 1623c.

[0056] Specifically, the abutment structure 1623c is installed on the driving member 1622, and the movable structure 1623d is at least partially located between the driving member 1622 and the abutment structure 1623c, so that the abutment structure 1623c can also fix the movable structure 1623d to the driving member 1622, so that the driving member 1622 can drive the movable structure 1623d to move through the abutment structure 1623c.

[0057] More specifically, an abutting surface 1623b is formed on the end surface of the abutting structure 1623c facing the air inlet hole 1621b, so that the abutting structure 1623c can form an end surface seal with the sealing step 1621j.

[0058] In some embodiments, the movable structure 1623d includes an integrally formed circumferential surface 1623a and a connecting portion 1623f, the circumferential surface 1623a is used to block the diversion hole, the through hole 1623g is opened in the connecting portion 1623f, the abutment structure 1623c is provided with a connecting hole 1623e, the first shaft segment 1622a passes through the through hole 1623g and is fixedly connected to the connecting hole 1623e, thereby realizing the assembly of the driving member 1622 and the adjusting member 1623.

[0059] In some embodiments, the connection hole 1623e on the abutting structure 1623c may be a threaded hole, and the first shaft segment 1622a may be provided with an external thread so that the first shaft segment 1622a and the connection hole 1623e are connected.

[0060] It should be noted that the adjustment member 1623 of the present application also includes a blocking structure 1623k, which is provided with external threads to enable the blocking structure 1623k to be connected to the connecting hole 1623e on the abutting structure 1623c. The connecting hole 1623e is provided through the abutting structure 1623c, so that the first shaft segment 1622a and the blocking structure 1623k are respectively fixed to the upper and lower sides of the abutting structure 1623c.

[0061] For example, the throttling hole 1621c is basically teardrop-shaped, the radius of the first arc structure 1621f is 1.18 mm, the radius of the second arc structure 1621g is 2.34 mm, the minimum distance D between the two ends of the transition section 1621h is 4.01 mm, and the number of throttling holes 1621c is four.

[0062] like Figure 7 As shown, the air flow rate of the bypass air intake assembly 162 in this application and the air flow rate of the existing bypass air intake assembly are measured under the same working conditions. The horizontal axis is the number of motor steps, and the vertical axis is the air flow rate of the bypass air intake assembly. Figure 7 It can be seen that the air flow rate flowing through the bypass intake assembly 162 in the present application changes basically linearly compared with the air flow rate of the existing bypass intake assembly, thereby reducing the fluctuation of the air flow rate flowing through the bypass intake assembly 162 in the present application, and thus helping to slow down the air-fuel ratio fluctuation in the combustion chamber, so as to improve the service life of the engine 10 and the powertrain 100.

[0063] It should be noted that the throttle hole in the existing bypass intake assembly is circular. Secondly, the different number of steps of the stepper motor 1624 corresponds to different rotation angles of the stepper motor 1624. The different rotation angles of the stepper motor 1624 control the rotation of the driver 1622, thereby controlling the vertical movement of the driver 1622, and further controlling the movement of the adjustment member 1623 between the first position and the second position, thereby controlling the flow rate of the airflow through the throttle hole 1621c, and thus being able to measure the flow rate of the airflow through the bypass intake assembly 162.

[0064] In addition, according to Figure 7It can be seen that the airflow through the existing bypass air intake assembly changes substantially after the motor steps reach 30, meaning that the existing bypass air intake assembly does not begin ventilation until the stepper motor has run 30 steps. In contrast, the airflow through the bypass air intake assembly 162 of the present application changes substantially after the motor steps reach 8, meaning that the stepper motor 1624 of the bypass air intake assembly 162 of the present application can achieve ventilation of the bypass air intake assembly 162 after running 8 steps. It can be understood that when controlling the bypass air intake assembly 162 to intake air, the stepper motor 1624 of the bypass air intake assembly 162 of the present application starts significantly earlier than the stepper motor of the existing bypass air intake assembly, thereby reducing the energy consumption of the stepper motor 1624 and thereby improving the operating efficiency of the stepper motor 1624.

[0065] like Figure 8 As shown, the air flow dispersion of the bypass air intake assembly 162 in this application and the air flow dispersion of the existing bypass air intake assembly are measured under the same working conditions. The horizontal axis is the number of motor steps, and the vertical axis is the air flow dispersion of the bypass air intake assembly. Figure 8 It can be seen that the air flow dispersion of the bypass air intake assembly 162 in the present application is significantly smaller than the air flow dispersion of the existing bypass air intake assembly.

[0066] It should be noted that the airflow dispersion through the bypass intake assembly 162 refers to the difference in airflow flowing through different throttle holes 1621c at corresponding motor steps. Therefore, when multiple throttle holes 1621c are provided, the bypass intake assembly 162 of the present application can improve the uniformity of the airflow delivered by the throttle holes 1621c, thereby preventing excessive fluctuations in the airflow through the throttle holes 1621c due to large differences in the airflow delivered by the air holes, further mitigating fluctuations in the air-fuel ratio within the combustion chamber, and thereby increasing the service life of the engine 10 and the powertrain 100.

[0067] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the claims appended to this application.

Claims

1. A powertrain comprising: an engine comprising a cylinder head; The air intake system includes: a throttle valve mounted on the cylinder head and comprising an intake passage and a valve body mounted in the intake passage, wherein when the engine is in an idle state, the valve body closes the intake passage so that the intake passage is divided into a first passage and a second passage communicating with the cylinder head; a bypass air intake assembly connected to the throttle valve, wherein when the engine is in the idle state, the bypass air intake assembly is capable of connecting the first channel and the second channel to supply air to the engine; The bypass air intake assembly comprises: A mounting base is formed with a movable chamber, an air inlet connected to the movable chamber, and a throttle hole formed on an inner wall of the movable chamber, wherein the air inlet is connected to the first channel and the throttle hole is connected to the second channel; a driving member movably connected to the mounting seat; an adjusting member, located in the movable chamber; It is characterized in that The adjusting member is floatingly connected to the driving member, and the adjusting member can be driven by the driving member to move within the moving chamber, so that the adjusting member includes a first position blocking the throttle hole and a second position not blocking the throttle hole; The throttle hole includes a first throttle portion and a second throttle portion connected to each other, and the maximum width of the first throttle portion is smaller than the maximum width of the second throttle portion; when the engine is in the idle state, during the movement of the adjusting member from the first position to the second position, the first throttle portion is first connected to the air intake hole until the second throttle portion is connected to the air intake hole.

2. The powertrain according to claim 1, characterized in that: When the engine is in the idle state, the flow rate of the airflow passing through the throttle hole changes substantially linearly.

3. The powertrain according to claim 1, characterized in that: The first throttling portion includes a first circular arc structure, and the second throttling portion includes a second circular arc structure. The radius of the second circular arc structure is greater than the radius of the first circular arc structure.

4. The powertrain according to claim 3, characterized in that: The radius of the first arc structure ranges from 0.9 mm to 1.37 mm; the radius of the second arc structure ranges from 2.06 mm to 2.75 mm.

5. The powertrain according to claim 3, characterized in that: The throttle hole includes a transition section, two ends of the transition section are respectively connected to the first circular arc structure and the second circular arc structure, and the two ends of the transition section are also tangent to the first circular arc structure and the second circular arc structure respectively; The minimum distance between the two ends of the transition section ranges from 3.15 mm to 4.95 mm.

6. The powertrain according to claim 1, characterized in that: The first throttle portion is arranged closer to the air inlet than the second throttle portion; the moving direction of the adjusting member is defined as a preset direction, and the first throttle portion and the second throttle portion are basically arranged along the preset direction; along the preset direction, the first throttle portion is located between the second throttle portion and the air inlet.

7. The powertrain according to claim 1, characterized in that: The movable chamber is basically in a circular groove structure, and a plurality of throttle holes are provided. The plurality of throttle holes are opened on the circumferential wall of the movable chamber. The outer surface of the adjusting member is formed with a circumferential surface, and the circumferential surface is in contact with the circumferential wall.

8. The powertrain according to claim 1, characterized in that: The driving member is basically a shaft body, and the driving member includes a first shaft segment and a second shaft segment, the diameter of the second shaft segment is larger than the diameter of the first shaft segment, and an annular recessed portion is formed on the driving member and located between the first shaft segment and the second shaft segment, and the inner diameter of the annular recessed portion is smaller than the diameter of the first shaft segment. A through hole is opened on the adjusting member, and the aperture of the through hole is smaller than the diameter of the second shaft segment and larger than the diameter of the first shaft segment, the annular recessed portion is at least partially located in the through hole, and the first shaft segment is at least partially passed through the through hole.

9. The powertrain according to claim 1, characterized in that: An abutment surface is formed on the adjusting member, a sealing step is formed on one end of the air inlet toward the adjusting member, a sealing surface is formed on the sealing step, and when the adjusting member is in the first position, the abutment surface abuts against the sealing surface to form an end face seal between the adjusting member and the sealing step.

10. The powertrain according to claim 9, characterized in that: The adjusting member includes an abutment structure and a movable structure capable of blocking the throttle hole, the abutment structure is installed on the driving member, and the movable structure is at least partially located between the driving member and the abutment structure, so that the abutment structure can also fix the movable structure to the driving member; the abutment surface is formed on the end face of the abutment structure facing the air inlet hole.

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