Power assembly

Abstract

The utility model discloses a power assembly. The power assembly comprises a shell, a lubricating mechanism and a gas distribution mechanism, and the shell comprises a cylinder head and a cylinder head cover; the lubricating mechanism is at least partially located in the cylinder cover; the air distribution mechanism comprises a cam shaft which is located between the air cylinder cover and the air cylinder cover hood and rotationally connected with the air cylinder cover. In the height direction of the power assembly, the lubricating mechanism further comprises an oil storage cavity located on the upper portion of the cylinder cover, a journal hole is formed in the upper portion of the cylinder cover, at least part of the cam shaft is located in the journal hole, the oil storage cavity is communicated with the journal hole, and at least part of the cam shaft is located in the journal hole. Through the arrangement, the contact area of the cam shaft and engine oil is increased, so that the lubricating effect of the cam shaft is improved, and the lubricating efficiency of the valve mechanism is improved.

Description

Technical Field

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

[0002] Currently, the powertrain includes a housing, a lubrication mechanism, and a valve train. The lubrication mechanism and the valve train are located inside the housing. The lubrication mechanism can lubricate the valve train, which is beneficial to improving the working efficiency of the valve train.

[0003] In the related art, the valve train includes a camshaft, and the lubrication mechanism includes an oil passage opened in the housing. The oil passage communicates with the camshaft, and the engine oil in the oil passage can lubricate the camshaft. Since the size of the oil passage is small and the oil delivery volume is low, the lubrication effect of the camshaft is not good, and further the lubrication effect of the valve train is poor. Utility Model Content

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide a powertrain with a better lubrication effect for the valve train.

[0005] To achieve the above purpose, the present application adopts the following technical solutions:

[0006] A powertrain, which includes a housing, a lubrication mechanism, and a valve train. The housing includes a cylinder head and a cylinder head cover; at least part of the lubrication mechanism is located inside the cylinder head; the valve train includes a camshaft, the camshaft is located between the cylinder head and the cylinder head cover, and the camshaft is rotatably connected to the cylinder head; along the height direction of the powertrain, the lubrication mechanism further includes an oil storage cavity located above the cylinder head. An axle journal hole is opened in the upper part of the cylinder head. At least part of the camshaft is located inside the axle journal hole. The oil storage cavity communicates with the axle journal hole, and at least part of the camshaft is located inside the oil storage cavity.

[0007] Further, defining a first direction perpendicular to the upper end face of the cylinder head, the maximum length range of the oil storage cavity along the first direction is 30 mm to 60 mm.

[0008] Further, the maximum length range of the oil storage cavity along the first direction is 37 mm to 52 mm.

[0009] Further, the housing further includes a crankcase, the lubrication mechanism further includes a main oil passage and an oil pump. The oil pump is connected to the crankcase. The main oil passage is located inside the crankcase and communicates with the oil pump. The oil storage cavity communicates with the main oil passage.

[0010] Further, the lubrication mechanism further includes an exhaust oil passage and an intake oil passage. The housing further includes a cylinder block. Both the exhaust oil passage and the intake oil passage are at least partially located inside the cylinder block and the cylinder head. Two ends of the exhaust oil passage respectively communicate with the oil storage cavity and the main oil passage. Two ends of the intake oil passage respectively communicate with the oil storage cavity and the main oil passage.

[0011] Further, the oil storage cavity includes an exhaust oil storage cavity and an intake oil storage cavity. The exhaust oil storage cavity is communicated with the main oil passage through an exhaust oil passage, and the intake oil storage cavity is communicated with the main oil passage through an intake oil passage.

[0012] Further, the camshaft further includes an intake camshaft and an exhaust camshaft. The intake camshaft is at least partially located in the intake oil storage cavity, and the exhaust camshaft is at least partially located in the exhaust oil storage cavity.

[0013] Further, an intake shaft hole extending in the width direction of the powertrain is formed in the intake camshaft. A plurality of intake oil holes are also formed in the intake camshaft. The intake oil holes are distributed circumferentially around the intake shaft hole. The intake oil storage cavity is communicated with the intake shaft hole through the intake oil holes.

[0014] Further, an exhaust shaft hole extending in the width direction of the powertrain is formed in the exhaust camshaft. A plurality of exhaust oil holes are also formed in the exhaust camshaft. The exhaust oil holes are distributed circumferentially around the exhaust shaft hole. The exhaust oil storage cavity is communicated with the exhaust shaft hole through the exhaust oil holes.

[0015] Further, the volume range of the oil storage cavity is 13 cm 3 to 17 cm 3 .

[0016] The above-mentioned powertrain can increase the contact area between the camshaft and the engine oil, which is beneficial to improving the lubrication effect of the camshaft, and further beneficial to improving the lubrication efficiency of the valve train. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a perspective structural view of the powertrain provided by an embodiment of the present application.

[0018] Figure 2 is an exploded view of the structure of the powertrain provided by an embodiment of the present application.

[0019] Figure 3 is a partial exploded view of the cylinder head cover, cylinder head, sealing mechanism and valve train of the powertrain provided by an embodiment of the present application.

[0020] Figure 4 is a structural view of the cylinder head cover of the powertrain provided by an embodiment of the present application.

[0021] Figure 5 is a front view of the cylinder head cover of the powertrain provided by an embodiment of the present application.

[0022] Figure 6 is a full sectional view of the powertrain provided by an embodiment of the present application.

[0023] Figure 7 is Figure 6 a partial enlarged view at A in

[0024] Figure 8 This is a partial cross-sectional view of the cylinder head cover and the cylinder head of the powertrain provided by the embodiments of the present application.

[0025] Figure 9 It is Figure 6 The partial enlarged view at position B in Specific embodiments

[0026] In order to enable those skilled in the art to better understand the solutions of the present application, the technical solutions in the specific embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application.

[0027] Such as Figure 1 And Figure 2A power assembly 100 is shown, and the power assembly 100 includes a housing 11, a crank connecting rod mechanism 12, a speed change mechanism 13, a valve mechanism 14 and a starting mechanism 15. The housing 11 constitutes the basic frame of the power assembly 100, and a receiving space 101 is formed inside the housing 11, and the receiving space 101 is used to receive and protect the internal components of the power assembly 100. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, an oil pan 115 and a gearbox 116, wherein the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, and the oil pan 115 are connected in sequence, and the gearbox 116 is connected to the crankcase 114, and the receiving space 101 is basically formed by the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, the oil pan 115 and the gearbox 116 being connected to each other. The crank-connecting rod mechanism 12 is at least partially disposed in the crankcase 114. The crank-connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod assembly 122 connected to the crankshaft 121. The crankshaft 121 is located in the crankcase 114 and is rotatably connected to the crankcase 114. The connecting rod assembly 122 is at least partially located in the crankcase 114 and at least partially located in the cylinder block 113. The speed change mechanism 13 is located in the gearbox 116, and the speed change mechanism 13 is in driving connection with the crankshaft 121. The valve mechanism 14 is at least partially disposed in the accommodating space 101, and the valve mechanism 14 is in driving connection with the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is in driving connection with the crankshaft 121. When the power assembly 100 is working, the fuel and air are mixed into a combustible mixture and then transported to the combustion chamber 1120 of the power assembly 100. After the combustible mixture is burned, a large amount of heat is released, and the gas pressure and temperature in the cylinder body 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the power assembly 100 is composed of the bottom of the cylinder head 112 and the top of the cylinder body 113. The crankshaft 121 is connected to the connecting rod assembly 122, and the movement of the connecting rod assembly 122 can drive the crankshaft 121 to move, so that the crank-connecting rod mechanism 12 can output power. In order to clearly illustrate the technical solution of the present application, it is also defined as follows: Figure 1 The front, rear, left, right, top and bottom are shown. It can be understood that the front-to-back direction in the embodiment of the present application refers to the length direction of the power assembly 100, the left-right direction refers to the width direction of the power assembly 100, and the up-down direction refers to the height direction of the power assembly 100. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114 and the oil pan 115 are basically distributed along the up-down direction, that is, the crankcase 114 is arranged on the upper side of the oil pan 115, the cylinder block 113 is arranged on the upper side of the crankcase 114, the cylinder head 112 is arranged on the upper side of the cylinder block 113, and the cylinder head cover 111 is arranged on the upper side of the cylinder head 112.

[0028] As Figure 3 shown, as an implementation, the powertrain 100 further includes a sealing mechanism 19. The sealing mechanism 19 is at least partially located between the cylinder head 112 and the cylinder head cover 111 to seal the gap between the cylinder head 112 and the cylinder head cover 111. At the same time, the sealing mechanism 19 can also be arranged between the cylinder head 112 and the cylinder block 113 to seal the gap between the cylinder head 112 and the cylinder block 113. Through the above settings, the sealing mechanism 19 can be arranged at all positions on the powertrain 100 that need to be sealed, which is beneficial to improving the sealing performance of the powertrain 100.

[0029] As an implementation, the cylinder head cover 111 includes a cover body 1111 and a plurality of cover connecting parts 1112. When observed along the height direction of the powertrain 100, the plurality of cover connecting parts 1112 surround the cover body 1111 and are fixedly connected to the cover body 1111. The cylinder head 112 includes a plurality of cylinder head connecting parts 1121 corresponding to the cover connecting parts 1112. The cover connecting parts 1112 and the cylinder head connecting parts 1121 are detachably connected. The above settings can improve the connection strength between the cylinder head cover 111 and the cylinder head 112, and further improve the structural stability of the powertrain 100.

[0030] As Figure 4 shown, in this embodiment, along the height direction of the powertrain 100, the cover connecting part 1112 at least partially extends downward to form a limiting block 1113. The limiting block 1113 surrounds the sealing mechanism 19 and abuts against the cylinder head connecting part 1121. Specifically, the lower surface of the limiting block 1113 abuts against the upper surface of the cylinder head connecting part 1121, so that there is a certain gap between the cover body 1111 and the cylinder head 112. When the cylinder head 112 and the cylinder head cover 111 are connected, the distance between the cover body 1111 and the cylinder head 112 is basically equal to the thickness of the limiting block 1113 along the height direction of the powertrain 100, that is, the thickness of the gap is basically the same as the thickness of the limiting block 1113. Among them, the sealing mechanism 19 is arranged between the cover body 1111 and the cylinder head 112 and is used to seal the gap. Through the above settings, the limiting block 1113 can keep the distance between the cover body 1111 and the cylinder head 112 within a reasonable range, so that the compression amount of each part of the sealing mechanism 19 remains constant, thereby avoiding the reduction of the sealing performance between the cover body 1111 and the cylinder head 112 due to too large or too small compression amount of the sealing mechanism 19, and further being beneficial to improving the sealing performance of the powertrain 100.

[0031] As Figure 5As shown, exemplarily, along the height direction of the powertrain 100, the thickness range of the limit block 1113 is from 2 mm to 3 mm. Further, the thickness range of the limit block 1113 is from 2.3 mm to 2.8 mm. More specifically, the thickness of the limit block 1113 is 2.5 mm. Through the above settings, it is possible to avoid the situation where the compression amount of the sealing mechanism 19 is too small due to the excessive thickness range of the limit block 1113, so as to prevent the sealing effect of the sealing mechanism 19 from being reduced, thereby facilitating the improvement of the sealing performance of the sealing mechanism 19; and it is also possible to avoid the situation where the compression amount of the sealing mechanism 19 is too large due to the too small thickness range of the limit block 1113, so as to prevent the sealing mechanism 19 from being damaged due to excessive compression amount, and further facilitate the improvement of the service life of the sealing mechanism 19.

[0032] As Figure 3 and Figure 4 shown, as an implementation, the sealing mechanism 19 includes a cylinder block sealing ring 191, the limit block 1113 includes a limiting surface 1113a, and the limiting surface 1113a abuts against the cylinder block sealing ring 191. Specifically, the limiting surface 1113a can limit the movement of the cylinder block sealing ring 191, so that the cylinder block sealing ring 191 is stably sealed between the cylinder block cover body 1111 and the cylinder head 112, thereby improving the sealing effect of the cylinder block sealing ring 191.

[0033] As an implementation, along the height direction of the powertrain 100, at least a part of the upper end of the cylinder block sealing ring 191 extends upward to form a sealing clamping portion 1911, at least a part of the lower end surface of the cylinder block cover body 1111 is recessed upward to form a cylinder block cover limiting groove 1111a, and the sealing clamping portion 1911 is clamped in the cylinder block cover limiting groove 1111a. The above settings can improve the connection stability of the cylinder block sealing ring 191 and the cylinder block cover body 1111, so as to avoid the cylinder block sealing ring 191 from detaching between the cylinder block cover body 1111 and the cylinder head 112, and further facilitate the connection stability of the cylinder block sealing ring 191, the cylinder block cover body 1111 and the cylinder head 112.

[0034] As an implementation, a cylinder block cover fire hole 1114 is provided on the cylinder head cover 111, a cylinder head fire hole 1122 is provided on the cylinder head 112, the cylinder block cover fire hole 1114 is communicated with the cylinder head fire hole 1122, the sealing mechanism 19 includes a fire hole sealing ring 192, and the fire hole sealing ring 192 surrounds the cylinder block cover fire hole 1114 and the cylinder head fire hole 1122 and is sealed between the cylinder head 112 and the cylinder head cover 111. Specifically, the cylinder block cover fire hole 1114 and the cylinder block cover fire hole 1114 form a fire hole channel, and the fire hole channel is communicated with the combustion chamber 1120. When the cylinder block cover fire hole 1114 is connected to the cylinder head fire hole 1122, there is a gap between the cylinder block cover fire hole 1114 and the cylinder head fire hole 1122. Therefore, in this application, the fire hole sealing ring 192 is used to seal the gap, thereby improving the sealing performance between the cylinder head cover 111 and the cylinder head 112.

[0035] In this embodiment, along the height direction of the powertrain 100, at least a part of the edge of the cylinder head cover fire hole 1114 extends downward to form a cylinder head cover boss 1115, and at least a part of the edge of the cylinder head fire hole 1122 extends upward to form a cylinder head boss 1123. The fire hole sealing ring 192 is sealed between the cylinder head boss 1123 and the cylinder head cover boss 1115. Specifically, when the cylinder head 112 is connected to the cylinder head cover 111, the distance between the cylinder head boss 1123 and the cylinder head cover boss 1115 is substantially equal to the thickness of the limit block 1113 along the height direction of the powertrain 100. Therefore, the distance between the cylinder head boss 1123 and the cylinder head cover boss 1115 can be kept substantially consistent, which is beneficial to making the deformation amounts of the fire hole sealing ring 192 substantially consistent, and further improving the sealing performance between the cylinder head cover 111 and the cylinder head 112.

[0036] It should be noted that since the cylinder head 112 and the cylinder head cover 111 are not regular shapes, in this application, the cylinder head cover connection part 1112 can be basically arranged at the corner of the cylinder head cover body 1111, so as to make the connection between the cylinder head 112 and the cylinder head cover 111 more stable. At the same time, at least one cylinder head cover connection part 1112 and at least one cylinder head connection part 1121 are arranged close to the wheel shaft controller 143, so that the wheel shaft controller 143 can be stably connected to the cylinder head 112, and further improve the structural stability of the powertrain 100. It should be noted that when observing along the height direction of the powertrain 100, the corner of the cylinder head cover body 1111 refers to the bent part of the outer contour of the cylinder head cover body 1111.

[0037] As Figure 2 and Figure 6 shown, as an implementation manner, the powertrain 100 further includes a lubrication mechanism 16. The lubrication mechanism 16 is at least partially located in the oil pan 115. The lubrication mechanism 16 penetrates through the cylinder head 112, the cylinder block 113 and the crankcase 114 to lubricate the components inside the housing 11. The lubrication mechanism 16 conveys the engine oil in the oil pan 115 from bottom to top to the crankcase 114, the cylinder block 113, the cylinder head 112 and the cylinder head cover 111 in sequence, and then flows back into the oil pan 115 through the holes in the crankcase 114, the cylinder block 113 and the cylinder head 112 to lubricate the powertrain 100. Among them, the lubrication mechanism 16 includes an oil pump 161 for pumping engine oil. The oil pump 161 is located in the oil pan 115 and is connected to the crankcase 114. The oil pump 161 is used to convey engine oil to make the engine oil flow.

[0038] In this embodiment, the valve train 14 includes an intake camshaft 1421 and an exhaust camshaft 1422. Both the intake camshaft 1421 and the exhaust camshaft 1422 are located between the cylinder head 112 and the cylinder head cover 111, and both the intake camshaft 1421 and the exhaust camshaft 1422 are rotatably connected to the cylinder head 112. Specifically, the intake and exhaust system 17 further includes an exhaust passage 176 located in the cylinder head 112. During the rotation of the intake camshaft 1421, it can open or close the intake passage 174, and during the rotation of the exhaust camshaft 1422, it can open or close the exhaust passage 176. Through the above arrangement, the powertrain 100 can work stably, thereby improving the working efficiency of the powertrain 100.

[0039] As an implementation, the lubrication mechanism 16 further includes a main oil passage 162, an exhaust oil passage 163, and an intake oil passage 164. The main oil passage 162 is located in the crankcase 114 and is connected to the oil pump 161. The exhaust oil passage 163 is at least partially located in the cylinder block 113 and the cylinder head 112. One end of the exhaust oil passage 163 is connected to the main oil passage 162, and the other end of the exhaust oil passage 163 is connected to the exhaust camshaft 1422. The intake oil passage 164 is at least partially located in the cylinder block 113 and the cylinder head 112. One end of the intake oil passage 164 is connected to the main oil passage 162, and the other end of the intake oil passage 164 is connected to the intake camshaft 1421. Specifically, the oil pump 161 transports the engine oil in the oil pan 115 into the main oil passage 162, and the main oil passage 162 distributes the engine oil to the exhaust oil passage 163 and the intake oil passage 164 respectively to lubricate the intake camshaft 1421 and the exhaust camshaft 1422. Through the above arrangement, the intake camshaft 1421 and the exhaust camshaft 1422 respectively correspond to different oil passages, so as to improve the lubrication efficiency of the intake camshaft 1421 and the exhaust camshaft 1422, which is beneficial to improving the lubrication effect of the valve train 14.

[0040] In this embodiment, a diversion chamber 1132 is formed on the connection surface between the cylinder block 113 and the crankcase 114. Both the exhaust oil passage 163 and the intake oil passage 164 are connected to the diversion chamber 1132. Specifically, one end of the main oil passage 162 away from the oil pump 161 is connected to the diversion chamber 1132, so that both the exhaust oil passage 163 and the intake oil passage 164 are connected to the main oil passage 162 through the diversion chamber 1132. Through the above arrangement, the engine oil in the main oil passage 162 can be gathered in the diversion chamber 1132 to ensure that there is sufficient engine oil in the diversion chamber 1132, so that the engine oil can flow smoothly into the exhaust oil passage 163 and the intake oil passage 164, thereby improving the lubrication efficiency of the lubrication mechanism 16.

[0041] As an implementation manner, the lubricating mechanism 16 further includes an oil storage cavity 167 located above the cylinder head 112, and the oil storage cavity 167 communicates with the main oil passage 162. Specifically, both ends of the exhaust oil passage 163 communicate with the oil storage cavity 167 and the main oil passage 162 respectively, and both ends of the intake oil passage 164 communicate with the oil storage cavity 167 and the main oil passage 162 respectively. More specifically, the oil storage cavity 167 includes an exhaust oil storage cavity 1671 and an intake oil storage cavity 1672. The exhaust oil storage cavity 1671 communicates with the main oil passage 162 through the exhaust oil passage 163, and the intake oil storage cavity 1672 communicates with the main oil passage 162 through the intake oil passage 164. At least part of the exhaust camshaft 1422 is located in the exhaust oil storage cavity 1671, and one end of the exhaust oil passage 163 away from the main oil passage 162 communicates with the exhaust oil storage cavity 1671. At least part of the intake camshaft 1421 is located in the intake oil storage cavity 1672, and one end of the intake oil passage 164 away from the main oil passage 162 communicates with the intake oil storage cavity 1672. Through the above settings, both the exhaust oil storage cavity 1671 and the intake oil storage cavity 1672 are used to store engine oil, so that the intake camshaft 1421 and the exhaust camshaft 1422 can fully contact the engine oil, thereby facilitating the lubrication of the intake camshaft 1421 and the exhaust camshaft 1422, and further being beneficial to improving the lubrication efficiency of the lubricating mechanism 16.

[0042] As an implementation manner, the housing 11 includes a connecting member 117. At least part of the connecting member 117 is located in the intake oil passage 164. One end of the connecting member 117 is connected to the cylinder head 112, and the other end of the connecting member 117 penetrates through the cylinder block 113 and is connected to the crankcase 114. The above settings can connect the cylinder head 112, the cylinder block 113 and the crankcase 114 through the connecting member 117, thereby being beneficial to improving the connection strength of the cylinder head 112, the cylinder block 113 and the crankcase 114. At the same time, part of the connecting member 117 is arranged in the intake oil passage 164 to reduce the space occupied by the connecting member 117, and further being beneficial to improving the space utilization rate of the power assembly 100.

[0043] Such as Figure 6 and Figure 7As shown, in this embodiment, the exhaust oil storage cavity 1671 is communicated with the intake oil passage 164. One end of the connecting member 117 is located in the exhaust oil storage cavity 1671 and is sealed at the connection between the exhaust oil storage cavity 1671 and the intake oil passage 164. Through the above arrangement, the connecting frame also has a sealing function. The connecting member 117 can separate the intake oil passage 164 and the exhaust oil storage cavity 1671, so that the engine oil can flow along a set route. At the same time, the connecting member 117 is at least partially located in the exhaust oil storage cavity 1671 to reduce the space occupied by the connecting member 117, which is further beneficial to improving the space utilization rate of the powertrain 100. It should be noted that there is an oil passage gap 1641 between the connecting member 117 and the intake oil passage 164. One end of the oil passage gap 1641 is communicated with the main oil passage 162, and the other end of the oil passage gap 1641 is communicated with the intake oil storage cavity 1671. Specifically, the oil passage gap 1641 is communicated with the diversion chamber 1132. The engine oil in the diversion chamber 1132 is transported to the intake oil storage cavity 1672 through the oil passage gap 1641. At the same time, the connecting member 117 does not interfere with the flow of the engine oil in the intake oil passage 164. Through the above arrangement, it is possible to avoid separately opening the intake oil passage 164 in the cylinder block 113 and the cylinder head 112, saving the internal space of the cylinder block 113 and the cylinder head 112, which is further beneficial to improving the space utilization rate of the cylinder block 113 and the cylinder head 112. In addition, the oil passage gap 1641 has a throttling effect, thus avoiding the intake oil passage 164 sharing too much engine oil, which is further beneficial to improving the lubrication effect of the lubrication mechanism 16.

[0044] Exemplarily, as an implementation manner, the width W4 of the oil passage gap 1641 ranges from 0.5 mm to 2 mm. Specifically, the width W4 of the oil passage gap 1641 ranges from 1 mm to 1.5 mm. More specifically, the width W4 of the oil passage gap 1641 is 1.2 mm. Through the above arrangement, it is possible to avoid the volume of the connecting member 117 being too small due to the excessive width W4 of the oil passage gap 1641, so as to prevent the strength of the connecting member 117 from being too low, which is beneficial to improving the connection strength of the cylinder head 112, the cylinder block 113 and the crankcase 114; and it is also possible to avoid the intake oil passage 164 being too small due to the too small width W4 of the oil passage gap 1641, so as to prevent the engine oil from not being able to be transported into the intake oil storage cavity 1672, which is further beneficial to improving the lubrication effect of the intake camshaft 1421.

[0045] As an implementation, the intake oil passage 164 includes an inclined oil passage 1642. One end of the inclined oil passage 1642 communicates with the oil passage gap 1641, and the other end of the inclined oil passage 1642 communicates with the intake oil storage cavity 1672. Specifically, when observed in the width direction of the powertrain 100, the end of the inclined oil passage 1642 away from the oil passage gap 1641 is basically located between the intake camshaft 1421 and the exhaust camshaft 1422. Through the above arrangement, the inclined oil passage 1642 can change the direction of the intake oil passage 164, so as to facilitate the connection between the intake oil passage 164 and the intake camshaft 1421, thereby improving the lubrication effect of the intake camshaft 1421.

[0046] Exemplarily, the ratio range of the diameter R3 of the inclined oil passage 1642 to the width W4 of the oil passage gap 1641 is 3 to 7. Further, the ratio range of the diameter R3 of the inclined oil passage 1642 to the width W4 of the oil passage gap 1641 is 4 to 6. Still further, the ratio of the diameter R3 of the inclined oil passage 1642 to the width W4 of the oil passage gap 1641 is 5. Through the above arrangement, it is possible to avoid the situation that the space occupied by the inclined oil passage 1642 is too large due to the ratio of the diameter R3 of the inclined oil passage 1642 to the width W4 of the oil passage gap 1641 being too large, so as to prevent the volume of the cylinder head 112 from being too large, thereby being beneficial to improving the space utilization rate of the powertrain 100; and it is also possible to avoid the situation that the width W4 of the oil passage gap 1641 is too small due to the ratio of the diameter R3 of the inclined oil passage 1642 to the width W4 of the oil passage gap 1641 being too small, so as to prevent the oil supply amount of the oil passage gap 1641 from decreasing, and further being beneficial to improving the lubrication efficiency of the powertrain 100.

[0047] As an implementation, an intake shaft hole 1421a extending in the width direction of the powertrain 100 is formed in the intake camshaft 1421. The intake shaft hole 1421a communicates with the intake oil storage cavity 1672. One end of the intake camshaft 1421 is connected to the timing gear 141, and one end of the intake shaft hole 1421a communicates with the inside of the timing gear 141. Specifically, a plurality of intake oil holes 1421c are also formed in the intake camshaft 1421. The intake oil holes 1421c are distributed circumferentially around the intake shaft hole 1421a. The intake oil storage cavity 1672 communicates with the intake shaft hole 1421a through the intake oil holes 1421c. The shaft controller 143 adjusts the oil pressure inside the timing gear 141 to adjust the rotation speed of the timing gear 141, so that the timing gear 141 drives the camshaft 142 to rotate, thereby adjusting the opening or closing of the intake passage 174. Through the above arrangement, the period for the combustible mixture to enter the combustion chamber 1120 from the intake passage 174 can be adjusted, so that the combustible mixture burns sufficiently, thereby reducing energy consumption and further improving the working efficiency of the powertrain 100.

[0048] Such as Figure 8As shown, as an implementation, the cylinder head 112 further includes a cam bearing cap 1124, and the lubrication mechanism 16 further includes a cam oil passage that penetrates the cam bearing cap 1124. The cam oil passage includes a journal oil hole 165. The intake camshaft 1421 includes an intake journal 1421b, and the intake journal 1421b communicates with the exhaust oil storage chamber 1671 through the journal oil hole 165. Specifically, the cam bearing cap 1124 is used to limit the horizontal movement of the camshaft 142 so that the camshaft 142 is always rotationally connected to the crankcase 114. Since the oil pressure in the exhaust oil storage chamber 1671 is relatively high, the engine oil in the exhaust oil storage chamber 1671 is delivered to the intake journal 1421b through the journal oil hole 165 in this application, that is, the exhaust oil storage chamber 1671 supplies oil to the intake journal 1421b to facilitate the sufficient lubrication of the intake journal 1421b, thereby improving the lubrication efficiency of the intake journal 1421b.

[0049] In this embodiment, the cam oil passage includes an oil chamber oil hole 166. The oil chamber oil hole 166 penetrates the cam bearing cap 1124. One end of the oil chamber oil hole 166 communicates with the intake oil storage chamber 1672, and the other end of the oil chamber oil hole 166 communicates with the inclined oil passage 1642. Specifically, since the inclined oil passage 1642 and the intake oil storage chamber 1672 are respectively located on both sides of the intake camshaft 1421, and the cam bearing cap 1124 is basically located on the upper side of the intake camshaft 1421, the oil chamber oil hole 166 is arranged on the cam bearing cap 1124 in this application, so as to avoid the oil chamber oil hole 166 occupying a large space, which is conducive to improving the space utilization rate of the powertrain 100. At the same time, the cam bearing cap 1124 has both the functions of oil delivery and carrying the intake camshaft 1421, which is also conducive to improving the functional diversity of the cam bearing cap 1124.

[0050] As an implementation, the exhaust camshaft 1422 includes an exhaust journal 1422a, and the exhaust journal 1422a communicates with the exhaust oil storage chamber 1671. Specifically, an exhaust shaft hole 1422b extending in the width direction of the powertrain 100 is formed in the exhaust camshaft 1422. The exhaust journal 1422a communicates with the exhaust shaft hole 1422b. A plurality of exhaust oil holes 1422c are also formed in the exhaust camshaft 1422. The exhaust oil holes 1422c are circumferentially distributed around the exhaust shaft hole 1422b. The exhaust oil storage chamber 1671 communicates with the exhaust shaft hole 1422b through the exhaust oil holes 1422c. Through the above settings, the engine oil in the exhaust oil storage chamber 1671 sequentially passes through the exhaust oil holes 1422c and the exhaust shaft hole 1422b to lubricate the exhaust journal 1422a, which is conducive to improving the lubrication effect of the exhaust journal 1422a and further improving the lubrication effect of the powertrain 100.

[0051] As Figure 3 and Figure 6As shown, as an implementation, the valve train 14 further includes a tensioner 144 connected to the cylinder head 112 and a timing chain 145 drivingly connected to the timing gear 141. One end of the tensioner 144 abuts against the timing chain 145. A tensioning oil delivery hole 1125 is formed in the cylinder head 112, and the tensioner 144 communicates with the exhaust oil passage 163 through the tensioning oil delivery hole 1125. Specifically, since the tensioner 144 has a telescopic function, the engine oil in the exhaust oil passage 163 is transmitted into the tensioner 144 through the tensioning oil delivery hole 1125, so that the tensioner 144 can push the timing chain 145 and cause it to deform. Through the above arrangement, the timing chain 145 can be tightly connected to the timing gear 141, thereby avoiding abnormal noises during the rotation of the timing chain 145, and further facilitating the reduction of the noise of the powertrain 100.

[0052] As Figure 9 shown, as an implementation, along the height direction of the powertrain 100, a journal hole 1126 is formed in the upper part of the cylinder head 112. At least a part of the camshaft 142 is located in the journal hole 1126 and is rotatably connected to the journal hole 1126. The oil storage cavity 167 communicates with the journal hole 1126, and at least a part of the camshaft 142 is located in the journal hole 1126. Specifically, the oil storage cavity 167 is located in the crankcase 114, at least a part of the lower part of the journal hole 1126 is located in the oil storage cavity 167, and at least a part of the lower part of the camshaft 142 is located in the oil storage cavity 167. The oil storage cavity 167 is used for storing engine oil and lubricating the camshaft 142, thereby reducing the friction between the camshaft 142 and the journal hole 1126 to protect the camshaft 142 and the journal hole 1126. Through the above arrangement, the contact area between the camshaft 142 and the engine oil is increased, which is beneficial to improving the lubrication effect of the camshaft 142, and further beneficial to improving the lubrication efficiency of the powertrain 100.

[0053] In this embodiment, a first direction 104 perpendicular to the upper end surface of the cylinder head 112 is defined. The maximum length L3 of the oil storage cavity 167 along the first direction 104 ranges from 30 mm to 60 mm. Specifically, the maximum length L3 of the oil cavity along the first direction 104 ranges from 37 mm to 52 mm. More specifically, the maximum length L3 of the oil cavity along the first direction 104 is 45 mm. Through the above arrangement, it is possible to avoid the oil storage cavity 167 occupying a large space in the crankcase 114 due to the too large maximum length L3 of the oil cavity along the first direction 104, which is beneficial to improving the space utilization rate of the crankcase 114; and it is also possible to avoid too small contact area between the camshaft 142 and the engine oil due to the too small maximum length L3 of the oil cavity along the first direction 104, which is beneficial to improving the lubrication effect of the camshaft 142.

[0054] As an implementation, the volume range of the oil storage cavity 167 is 13 cm 3 to 17 cm3 . Further, the volume range of the oil storage cavity 167 is 14 cm 3 to 16 cm 3 . Even further, the volume of the oil storage cavity 167 is 15 cm 3 . Through the above settings, it is possible to avoid the situation where the large volume of the oil storage cavity 167 occupies a large space in the crankcase 114, thus facilitating the improvement of the space utilization rate of the crankcase 114; and it is also possible to avoid the situation where the small volume of the oil storage cavity 167 leads to too small a contact area between the camshaft 142 and the engine oil, thereby facilitating the improvement of the lubrication effect of the camshaft 142.

[0055] It should be understood that for those of ordinary skill in the art, improvements or transformations can be made according to the above description, and all such improvements and transformations should fall within the protection scope of the appended claims of this application.

Claims

1. A powertrain, comprising: a housing, the housing comprising a cylinder head and a cylinder head cover; a lubrication mechanism, the lubrication mechanism being at least partially located within the cylinder head; A valve train, the valve train comprising a camshaft, the camshaft being located between the cylinder head and the cylinder head cover, the camshaft being rotatably connected to the cylinder head; It is characterized in that Along the height direction of the power assembly, the lubrication mechanism also includes an oil storage chamber located at the upper part of the cylinder head, a journal hole is opened at the upper part of the cylinder head, the camshaft is at least partially located in the journal hole, the oil storage chamber is connected to the journal hole, and the camshaft is at least partially located in the oil storage chamber.

2. The powertrain according to claim 1, characterized in that: A first direction perpendicular to the upper end surface of the cylinder head is defined, and the maximum length of the oil storage cavity along the first direction ranges from 30 mm to 60 mm.

3. The powertrain according to claim 2, characterized in that: The maximum length of the oil storage cavity along the first direction ranges from 37 mm to 52 mm.

4. The powertrain according to claim 1, characterized in that: The housing also includes a crankcase, and the lubrication mechanism also includes a main oil passage and an oil pump, wherein the oil pump is connected to the crankcase, the main oil passage is located in the crankcase and communicates with the oil pump, and the oil storage chamber is communicated with the main oil passage.

5. The powertrain according to claim 4, characterized in that: The lubrication mechanism also includes an exhaust oil passage and an intake oil passage, the housing also includes a cylinder block, the exhaust oil passage and the intake oil passage are at least partially located in the cylinder block and the cylinder head, the two ends of the exhaust oil passage are respectively connected to the oil storage chamber and the main oil passage, and the two ends of the intake oil passage are respectively connected to the oil storage chamber and the main oil passage.

6. The powertrain according to claim 5, characterized in that: The oil storage chamber includes an exhaust oil storage chamber and an intake oil storage chamber. The exhaust oil storage chamber is communicated with the main oil passage through the exhaust oil passage, and the intake oil storage chamber is communicated with the main oil passage through the intake oil passage.

7. The powertrain according to claim 6, characterized in that: The camshaft further comprises an intake camshaft and an exhaust camshaft, wherein the intake camshaft is at least partially located in the intake oil storage chamber, and the exhaust camshaft is at least partially located in the exhaust oil storage chamber.

8. The powertrain according to claim 7, characterized in that: An intake shaft hole extending along the width direction of the power assembly is opened in the intake camshaft, and a plurality of intake oil holes are also opened on the intake camshaft. The intake oil holes are distributed circumferentially around the intake shaft hole, and the intake oil storage chamber is connected with the intake shaft hole through the intake oil holes.

9. The powertrain according to claim 8, characterized in that: An exhaust shaft hole extending along the width direction of the power assembly is opened in the exhaust camshaft, and a plurality of exhaust oil holes are also opened on the exhaust camshaft. The exhaust oil holes are distributed circumferentially around the exhaust shaft hole, and the exhaust oil storage chamber is connected with the exhaust shaft hole through the exhaust oil holes.

10. The powertrain according to claim 1, characterized in that: The volume range of the oil storage chamber is 13cm 3 Up to 17cm 3 .

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