Timing cover assembly, engine, power assembly and vehicle

Abstract

The utility model discloses a timing cover assembly, an engine, a power assembly and a vehicle. The timing cover assembly is provided with a crankshaft cavity and a damping wheel cavity, and the damping wheel cavity is provided with an exhaust port; the timing cover assembly further comprises an exhaust structure, the exhaust structure is arranged in the crankshaft cavity, the exhaust structure is provided with a first end and a second end, the first end is communicated with the damping wheel cavity through the exhaust port, and the second end is used for being communicated with the outside of the crankshaft cavity. According to the technical scheme, the exhaust structure is arranged in the crankshaft cavity, so that the occupation of the exhaust structure on the peripheral space of the timing cover is reduced, the size of the timing cover is reduced, the size of an engine is reduced, and the utilization rate of the engine on the vehicle space is increased.

Description

Technical Field

[0001] The present application relates to the technical field of timing covers, and in particular to a timing cover assembly, an engine, a powertrain, and a vehicle. Background Art

[0002] The timing cover is a protective cover for the engine crankshaft, usually installed on the side of the engine to protect the crankshaft and the timing gear on it from damage. The timing cover has a crankshaft cavity and a damper wheel cavity. The crankshaft cavity is used to accommodate the crankshaft of the motor, and the damper wheel cavity is used to accommodate the damper wheel of the crankshaft.

[0003] In order to prevent external water from entering the shock absorber wheel cavity when the engine is wading through water and causing damage to the shock absorber wheel arranged in the shock absorber wheel cavity, the shock absorber wheel cavity as a whole is usually sealed. At the same time, in order to prevent air pressure fluctuations in the shock absorber wheel cavity from affecting the movement of the shock absorber wheel, an exhaust structure is usually provided on the timing cover. The exhaust structure is used to connect the shock absorber wheel cavity with the external atmosphere to maintain the stability of the air pressure inside the shock absorber wheel cavity.

[0004] In the related art, the exhaust structure of the timing cover occupies a large space of the timing cover, and the engine adopting the exhaust structure has low space utilization. Utility Model Content

[0005] The purpose of the present application is to provide a timing cover assembly, an engine, a powertrain and a vehicle, aiming to solve the problem in the related art that the exhaust structure of the timing cover occupies a large space of the timing cover and has a low space utilization rate for the vehicle.

[0006] To achieve the purpose of the present application, in a first aspect, the present application provides a timing cover assembly having a crankshaft cavity and a damper wheel cavity, wherein the damper wheel cavity is provided with an exhaust port;

[0007] The timing cover assembly also includes an exhaust structure, which is arranged in the crankshaft cavity. The exhaust structure has a first end and a second end. The first end is connected to the shock absorber wheel cavity through the exhaust port, and the second end is used to communicate with the outside of the crankshaft cavity.

[0008] In a possible implementation, the crankshaft chamber has an exhaust surface, and the exhaust port is provided on the exhaust surface;

[0009] The exhaust structure is arranged in close contact with the exhaust surface.

[0010] In a possible implementation, the first end extends from the exhaust port into the shock-absorbing wheel cavity.

[0011] In a possible implementation, the timing cover assembly further includes a sealing ring, an inner ring of the sealing ring is sleeved on the first end, and an outer ring of the sealing ring at least partially abuts against an inner wall surface of the exhaust port.

[0012] In a possible implementation, the exhaust structure is a pipe, or

[0013] The exhaust structure includes a channel formed on a cavity wall of the crankshaft cavity.

[0014] In a possible implementation, the timing cover assembly includes:

[0015] A cover body, wherein the crankshaft cavity is formed on the cover body, and the cover body is further provided with a through hole, wherein the through hole is communicated with the crankshaft cavity; and

[0016] A cover body is provided to cover the through hole, and the cover body and the cover body are arranged to surround and form the shock absorbing wheel cavity.

[0017] In a possible implementation, the cover body includes a cover body and a connecting edge, and the cover body is arranged to cover the through hole;

[0018] The connecting edge is arranged around the outer edge of the cover body, the connecting edge is connected to the cover body, and a sealing coating is provided on a side of the connecting edge facing the cover body.

[0019] In a possible implementation, the cover body is arranged in an arc shape.

[0020] In a possible implementation, the cover body includes a first plate body, a second plate body and a third plate body, the first plate body, the second plate body and the third plate body are sequentially connected along the circumferential direction, and the third plate body at least partially extends into the first plate body.

[0021] The first plate, the second plate and the third plate satisfy the relationship: C<B<A;

[0022] Wherein, A is the radius of curvature of the first plate;

[0023] B is the radius of curvature of the second plate;

[0024] C is the radius of curvature of the third plate.

[0025] In a possible implementation, the first plate, the second plate and the third plate further satisfy the relationship: L1<L2<L3;

[0026] Wherein, L1 is the maximum distance from the side of the first plate facing the cover body to the side of the connecting edge facing the cover body;

[0027] L2 is the maximum distance from the side of the second plate facing the cover body to the side of the connecting edge facing the cover body;

[0028] L3 is the maximum distance from the side of the third plate facing the cover body to the side of the connecting edge facing the cover body.

[0029] In a possible implementation, the cover body includes a first structural layer, a sound absorbing layer, and a second structural layer stacked in sequence, and the sound absorbing layer is used to absorb the noise transmitted outward from the shock absorbing wheel cavity.

[0030] In a second aspect, the present application further provides an engine, the engine comprising a timing cover assembly, the timing cover assembly having a crankshaft cavity and a damper wheel cavity, the damper wheel cavity being provided with an exhaust port;

[0031] The timing cover assembly also includes an exhaust structure, which is arranged in the crankshaft cavity. The exhaust structure has a first end and a second end. The first end is connected to the shock absorber wheel cavity through the exhaust port, and the second end is used to communicate with the outside of the crankshaft cavity.

[0032] In a third aspect, the present application further proposes a power assembly, the power assembly comprising an engine, the engine comprising a timing cover assembly, the timing cover assembly having a crankshaft cavity and a damper wheel cavity, the damper wheel cavity being provided with an exhaust port;

[0033] The timing cover assembly also includes an exhaust structure, which is arranged in the crankshaft cavity. The exhaust structure has a first end and a second end. The first end is connected to the shock absorber wheel cavity through the exhaust port, and the second end is used to communicate with the outside of the crankshaft cavity.

[0034] In a fourth aspect, the present application further proposes a vehicle, the vehicle comprising a powertrain, the powertrain comprising an engine, the engine comprising a timing cover assembly, the timing cover assembly having a crankshaft cavity and a damper wheel cavity, the damper wheel cavity being provided with an exhaust port;

[0035] The timing cover assembly also includes an exhaust structure, which is arranged in the crankshaft cavity. The exhaust structure has a first end and a second end. The first end is connected to the shock absorber wheel cavity through the exhaust port, and the second end is used to communicate with the outside of the crankshaft cavity.

[0036] The technical solution of the present application arranges the exhaust structure in the crankshaft cavity, thereby reducing the space occupied by the exhaust structure around the timing cover, thereby reducing the volume of the timing cover, reducing the volume of the engine, and improving the utilization rate of the engine for the vehicle space. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0038] Figure 1 A schematic structural diagram of an embodiment of a timing cover assembly provided in the present application;

[0039] Figure 2 for Figure 1 Sectional view at AA;

[0040] Figure 3 for Figure 1 A schematic diagram of the structure of the middle cover body;

[0041] Figure 4 for Figure 3 Cross-sectional view at BB;

[0042] Figure 5 for Figure 3 Cross-sectional view at CC;

[0043] Figure 6 for Figure 4 Enlarged view at D.

[0044] Description of reference numerals:

[0045] 100-timing cover assembly;

[0046] 1-crankshaft chamber, 11-exhaust port;

[0047] 2- shock-absorbing wheel cavity;

[0048] 3- Exhaust structure;

[0049] 4- housing, 41- through hole;

[0050] 5-cover body, 51-cover body, 511-first plate body, 512-second plate body, 513-third plate body, 52-connecting edge, 53-first structural layer, 54-sound absorbing layer, 55-second structural layer;

[0051] 6- Sealing ring;

[0052] 200-crankshaft;

[0053] 300- shock-absorbing wheel;

[0054] 400 - Air filter. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0056] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there can be a central component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there can be a central component at the same time.

[0057] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in this application and in the specification are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in this application includes any and all combinations of one or more of the related listed items.

[0058] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0059] The present application proposes a vehicle, which may be an electric vehicle, a fuel vehicle, or a hybrid vehicle. In some possible implementations of the present application, the vehicle may be a sedan, an off-road vehicle, a truck, or a forklift, and the present application does not limit this.

[0060] The vehicle includes a body, wheels and a powertrain. The body serves as the supporting skeleton of the vehicle and is used to support and connect the various assembly parts of the vehicle. The wheels are rotatably connected to the body. Two, three or four wheels can be provided, and this application does not limit this. The powertrain is housed in the body and is drivably connected to the wheels. The powertrain is used to drive the wheels to rotate, thereby driving the vehicle to move.

[0061] The powertrain includes an engine and a transmission. The engine is the power source of the powertrain, and the power of the engine can be transmitted to the wheels through the transmission, thereby driving the vehicle forward. The engine can be a gasoline engine or a diesel engine, and this application does not limit this. The transmission is connected between the engine and the wheels, and the transmission can adjust the torque of the engine acting on the wheels, thereby adjusting the speed of the wheels, and then adjusting the speed of the vehicle.

[0062] The engine includes a housing, a timing cover assembly, a piston cylinder, a crankshaft and a shock absorber wheel. The housing serves as the connecting body of the engine and is used to support and connect the various parts of the engine. The housing is formed with an installation cavity, which has an opening. The piston cylinder, the crankshaft and the shock absorber wheel can be accommodated in the installation cavity through the opening. The timing cover assembly cover is arranged on the opening to prevent external debris from entering the installation cavity and protect the safety of the piston cylinder, the crankshaft, the timing gear on the crankshaft and the shock absorber wheel. The crankshaft is connected to the piston of the piston cylinder. The piston cylinder is filled with fuel. The piston cylinder is used to convert the heat energy generated by the combustion of the fuel in the cylinder into mechanical energy, thereby driving the crankshaft to move. The crankshaft is connected to the wheel through a transmission. The crankshaft is used to convert the reciprocating linear motion of the piston into rotational motion, thereby driving the wheel to rotate. The shock absorber wheel is connected to the crankshaft. The shock absorber wheel is used to reduce the torsional vibration of the crankshaft, improve the fatigue life of the crankshaft, and reduce the stress level of the crankshaft.

[0063] The timing cover assembly is provided with a crankshaft cavity, which is connected to the mounting cavity formed by the housing, and the crankshaft is at least partially accommodated in the crankshaft cavity. The timing cover assembly is also provided with a damping wheel cavity on the side of the crankshaft cavity away from the mounting cavity, and the damping wheel is accommodated in the damping wheel cavity, and the damping wheel cavity is used to leave space for the rotation of the damping wheel.

[0064] When the engine is running, the speed of the crankshaft will change continuously with the running speed of the piston. When the crankshaft speed increases, the gas in the shock absorber wheel cavity is compressed and the pressure increases. When the crankshaft speed decreases, the gas in the shock absorber wheel cavity expands and the pressure decreases. If the gas in the shock absorber wheel cavity cannot flow and change freely, the shock absorbing effect of the shock absorber wheel will be limited, thereby affecting the torsional vibration of the crankshaft and the stable operation of the engine. Therefore, the timing cover assembly is usually also provided with an exhaust structure, which is used to connect the shock absorber wheel cavity with the external atmosphere to maintain the stability of the internal air pressure of the shock absorber wheel cavity.

[0065] In the related art, the exhaust structure of the timing cover assembly is usually arranged outside the timing cover assembly. This arrangement occupies a large peripheral space of the timing cover assembly, and the engine using this exhaust structure has low space utilization for the vehicle.

[0066] To solve the above problems, please refer to Figure 1 and Figure 2 In the present application, the damper wheel cavity 2 is provided with an exhaust port 11, and the exhaust structure 3 of the timing cover assembly 100 is provided in the crankshaft cavity 1. The exhaust structure 3 has a first end and a second end. The first end is connected to the damper wheel cavity 2 through the exhaust port 11, and the second end is used to communicate with the outside of the crankshaft cavity 1. The technical solution of the present application arranges the exhaust structure 3 in the crankshaft cavity 1, so as to reduce the occupation of the exhaust structure 3 for the peripheral space of the timing cover, thereby reducing the volume of the timing cover, reducing the volume of the engine, and improving the utilization rate of the engine for the vehicle space.

[0067] The exhaust structure 3 can be a pipe, a channel formed on the cavity wall of the crank chamber 1, or partly a pipe and partly a channel formed on the cavity wall of the crank chamber 1, and the present application does not impose any restrictions on this. When the exhaust structure 3 adopts a pipe, the pipe can be a plastic pipe or a rubber pipe. The pipe structure is simple and the installation cost is low, which can effectively reduce the manufacturing cost of the exhaust structure 3, and then reduce the manufacturing cost of the timing cover assembly 100. When the exhaust structure 3 is a channel formed on the cavity wall of the crank chamber 1, the channel and the cavity wall of the crank chamber 1 are integrally formed, and the channel and the cavity wall of the crank chamber 1 can be integrally formed by injection molding or by machining, and the present application does not impose any restrictions on this. Compared with the use of a pipe for exhaust, the exhaust structure 3 in the form of a channel can effectively improve the stability of the exhaust structure 3 set in the crank chamber 1, and the seismic resistance of the timing cover assembly 100.

[0068] In order to improve the space utilization rate of the exhaust structure 3 for the crank chamber 1, in one embodiment of the present application, the crank chamber 1 has an exhaust surface, the exhaust port 11 is provided on the exhaust surface, and the exhaust structure 3 is provided in close contact with the exhaust surface. In this way, the setting gap between the exhaust structure 3 and the exhaust surface is reduced, the arrangement of the exhaust structure 3 in the crank chamber 1 is optimized, and the space occupied by the exhaust structure 3 for the crank chamber 1 is reduced, thereby improving the space utilization rate of the exhaust structure 3 for the crank chamber 1.

[0069] In order to improve the gas guiding efficiency of the exhaust structure 3 for the gas in the shock wheel cavity 2, in one embodiment of the present application, the first end of the exhaust structure 3 can extend from the exhaust port 11 into the shock wheel cavity 2. The gas in the shock wheel cavity 2 can directly enter the exhaust structure 3 through the first end, so as to more directly guide the gas flow direction, thereby reducing the possibility of vortex or flow turbulence of the gas in the shock wheel cavity 2, thereby reducing the retention and rebound time of the gas in the cavity, and improving the gas guiding efficiency of the exhaust structure 3 for the gas in the shock wheel cavity 2.

[0070] In one possible implementation mode of the present application, the crankshaft chamber 1 is provided with a through hole, and the second end of the exhaust structure 3 passes through the crankshaft chamber 1 from the through hole and is connected to an air filter 400 arranged outside the crankshaft chamber 1. In this way, the oil and gas in the shock absorber wheel chamber 2 are prevented from leaking to the outside of the atmosphere, thereby reducing the pollution of the environment caused by the operation of the engine.

[0071] The timing cover assembly 100 includes a cover body 4 and a cover body 5. The cover body 4 is formed with a crankshaft cavity 1. The cover body 4 is also provided with a through hole 41, and the through hole 41 is connected to the crankshaft cavity 1. The cover body 5 is covered on the through hole 41, and the cover body 5 and the cover body 4 are surrounded to form a shock-absorbing wheel cavity 2. During the installation of the shock-absorbing wheel 300, the crankshaft 200 can be first passed through the through hole 41 outside the cover body 4, and then the shock-absorbing wheel 300 can be connected to the part of the crankshaft 200 passing through the cover body 4, and finally the cover body 5 is connected to the cover body 4, so that the cover body 5 and the cover body 4 are surrounded to form a shock-absorbing wheel cavity 2 for protecting the shock-absorbing wheel 300. In this way, the installation difficulty of the shock-absorbing wheel 300 is reduced, the installation efficiency of the shock-absorbing wheel 300 is improved, and the installation cost of the motor is reduced.

[0072] The cover body 5 is connected to the cover body 4. Specifically, the cover body 5 includes a cover body 51 and a connecting edge 52. The cover body 51 is covered on the through hole 41, and the connecting edge 52 is arranged around the outer edge of the cover body 51 and connected to the cover body 4. The connecting edge 52 and the cover body 4 can be connected by threads, snaps, or magnetic attraction, and this application does not limit this. In order to improve the sealing of the shock-absorbing wheel cavity 2, in one embodiment of the present application, a sealing coating is provided on the side of the connecting edge 52 facing the cover body 4. The sealing coating can be a polyacrylate fabric (PA) coating, a polytetrafluoroethylene (PTFE) coating, or a rubber silk-screen coating, and this application does not limit this. The sealing coating is used to form a seal between the connecting edge 52 and the cover body 4, so as to reduce the gap between the connecting edge 52 and the cover body 4, reduce the possibility of external water entering the shock-absorbing wheel cavity 2 from the connection between the connecting edge 52 and the cover body 4 when the engine is wading, and improve the sealing of the shock-absorbing wheel cavity 2. At the same time, compared with setting a sealant between the connecting edge 52 and the cover body 4, the sealing coating will not cause adhesion between the connecting edge 52 and the cover body 4, thereby reducing the difficulty of disassembly and assembly of the cover iron and the cover body 5 and reducing the maintenance cost of the motor.

[0073] In one embodiment of the present application, the cover body 51 is arranged in an arc shape, so that the external force is evenly dispersed over the entire surface of the cover body 51, thereby avoiding local stress concentration and improving the rigidity of the cover body 51. After the rigidity of the cover body 51 is improved, the natural frequency of the surface of the cover body 51 can be improved. The natural frequency refers to the vibration frequency of a structural system when it is not subjected to external forces. When the external excitation frequency is close to the natural frequency of the structure, the structure will resonate, and the amplitude will greatly increase. By increasing the natural frequency of the cover body 51, its resonance can be avoided, thereby improving the stability of the cover body 5.

[0074] Please refer to Figures 3 to 5In order to improve the NVH performance of the motor, the cover body 51 includes a first plate 511, a second plate 512 and a third plate 513. The first plate 511, the second plate 512 and the third plate 513 are connected in sequence along the circumferential direction. The third plate 513 at least partially extends into the first plate 511. The first plate 511, the second plate 512 and the third plate 513 satisfy at least one of the following relationships: C<B<A, L1<L2<L3, wherein A is the curvature radius of the first plate 511, B is the curvature radius of the second plate 512, C is the curvature radius of the third plate 513, L1 is the maximum distance from the side of the first plate 511 facing the cover body 4 to the side of the connecting edge 52 facing the cover body 4, L2 is the maximum distance from the side of the second plate 512 facing the cover body 4 to the side of the connecting edge 52 facing the cover body 4, and L3 is the maximum distance from the side of the third plate 513 facing the cover body 4 to the side of the connecting edge 52 facing the cover body 4. In particular, when A=403mm, L1=19.2, B=390.5mm, L2=22.2mm, C=144mm, L3=26.3mm, under this size restriction, the cover body can have a better modal frequency, and thus the cover body 5 is not prone to resonance when subjected to vibration, thereby reducing the impact of the noise and vibration of the crankshaft 200 on the cover body 51 when the motor is working, and improving the NVH performance of the cover body 5.

[0075] Please refer to Figure 6 In one possible implementation of the present application, the cover body 5 includes a first structural layer 53, a sound absorbing layer 54 and a second structural layer 55 stacked in sequence. The first structural layer 53 and the second structural layer 55 can be made of steel, aluminum or iron, which is not limited in the present application. The sound absorbing layer 54 is sandwiched between the first structural layer 53 and the second structural layer 55. When the noise in the crankshaft chamber 1 is transmitted to the cover body 5, the shear force generated by the noise during the propagation process will cause the molecules in the attraction layer to move, thereby converting the kinetic energy of the noise into heat of molecular motion, thereby absorbing the noise transmitted outward from the shock absorber wheel chamber 2. The material of the sound absorbing layer 54 can be plastic, sponge or polymer material, which is not limited in the present application. In one possible implementation of the present application, the material of the sound absorbing layer 54 is acrylic copolymer. Compared with other sound insulation materials, acrylic copolymer has better water resistance and chemical resistance, which can effectively improve the service life of the cover body 5 and reduce the maintenance cost of the timing cover assembly 100.

[0076] The timing cover assembly 100 also includes a sealing ring 6, which can be a V-shaped sealing ring 6, an O-shaped sealing ring 6, or a C-shaped sealing ring 6. The sealing ring 6 can be a rubber sealing ring 6, a plastic sealing ring 6, or a silicone sealing ring 6, and the present application does not impose any restrictions on this. The inner ring of the sealing ring 6 is sleeved on the first end, and the outer ring of the sealing ring 6 at least partially abuts against the inner wall surface of the exhaust port 11. The sealing ring 6 is filled between the exhaust structure 3 and the exhaust port 11, so as to reduce the gap between the exhaust structure 3 and the exhaust port 11, thereby reducing the leakage of gas in the shock absorber wheel cavity 2 from the exhaust structure 3 and the exhaust port 11, and improving the sealing performance of the shock absorber wheel cavity 2.

[0077] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside" and "outside" are based on the orientation or positional relationship described in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0078] What is disclosed above is only a preferred embodiment of the present application, and it certainly cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of implementing the above embodiment and equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. A timing cover assembly, characterized in that: The timing cover assembly has a crankshaft cavity and a damper wheel cavity, and the damper wheel cavity is provided with an exhaust port; The timing cover assembly also includes an exhaust structure, which is arranged in the crankshaft cavity. The exhaust structure has a first end and a second end. The first end is connected to the shock absorber wheel cavity through the exhaust port, and the second end is used to communicate with the outside of the crankshaft cavity.

2. The timing cover assembly according to claim 1, characterized in that: The crankshaft chamber has an exhaust surface, and the exhaust port is arranged on the exhaust surface; The exhaust structure is arranged in close contact with the exhaust surface.

3. The timing cover assembly according to claim 1, characterized in that: The first end extends from the exhaust port into the shock-absorbing wheel cavity.

4. The timing cover assembly according to claim 3, characterized in that: The timing cover assembly further comprises a sealing ring, an inner ring of which is sleeved on the first end, and an outer ring of which at least partially abuts against an inner wall surface of the exhaust port.

5. The timing cover assembly according to any one of claims 1 to 4, characterized in that: The exhaust structure is a pipe, or The exhaust structure includes a channel formed on a cavity wall of the crankshaft cavity.

6. The timing cover assembly according to claim 1, characterized in that: The timing cover assembly comprises: A cover body, wherein the crankshaft cavity is formed on the cover body, and the cover body is further provided with a through hole, wherein the through hole is communicated with the crankshaft cavity; and A cover body is provided to cover the through hole, and the cover body and the cover body are arranged to surround and form the shock absorbing wheel cavity.

7. The timing cover assembly according to claim 6, characterized in that: The cover body comprises a cover body and a connecting edge, and the cover body is arranged to cover the through hole; The connecting edge is arranged around the outer edge of the cover body, the connecting edge is connected to the cover body, and a sealing coating is provided on a side of the connecting edge facing the cover body.

8. The timing cover assembly according to claim 7, characterized in that: The cover body is arranged in an arc shape.

9. The timing cover assembly according to claim 8, characterized in that: The cover body includes a first plate body, a second plate body and a third plate body, wherein the first plate body, the second plate body and the third plate body are sequentially connected along the circumferential direction, and the third plate body at least partially extends into the first plate body. The first plate, the second plate and the third plate satisfy the relationship: C<B<A; Wherein, A is the radius of curvature of the first plate; B is the radius of curvature of the second plate; C is the radius of curvature of the third plate.

10. The timing cover assembly according to claim 9, characterized in that: The first plate, the second plate and the third plate also satisfy the relationship: L1<L2<L3; Wherein, L1 is the maximum distance from the side of the first plate facing the cover body to the side of the connecting edge facing the cover body; L2 is the maximum distance from the side of the second plate facing the cover body to the side of the connecting edge facing the cover body; L3 is the maximum distance from the side of the third plate facing the cover body to the side of the connecting edge facing the cover body.

11. The timing cover assembly according to claim 6, characterized in that: The cover body comprises a first structural layer, a sound absorbing layer and a second structural layer which are stacked in sequence, and the sound absorbing layer is used for absorbing the noise transmitted outward from the shock absorbing wheel cavity.

12. An engine, characterized in that: Comprising the timing cover assembly as described in any one of claims 1 to 11.

13. A powertrain, characterized in that: Comprising the engine of claim 12.

14. A vehicle, characterized in that: Comprising the powertrain as claimed in claim 13.

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