Power assembly

Abstract

The utility model discloses a power assembly. The power assembly comprises a shell, an air inlet and exhaust system and a starting mechanism, and the shell comprises a crankcase; the intake and exhaust system is at least partially connected with the crankcase; the starting mechanism is at least partially connected with the crankcase; the intake and exhaust system comprises an oil-gas separator, the oil-gas separator is connected to the crankcase, an oil-gas space is formed in the oil-gas separator, a containing space is formed in the crankcase, an oil-gas collecting hole is formed in the crankcase, and the oil-gas space is communicated with the containing space through the oil-gas collecting hole; the oil-gas separator comprises a plurality of oil-gas baffles, the oil-gas baffles are located in the oil-gas space, and the minimum distance between every two adjacent oil-gas baffles ranges from 2 mm to 6 mm. By means of the arrangement, the distance between every two adjacent oil-gas baffles is shortened, more engine oil can be collected by the oil-gas baffles conveniently, and therefore the engine oil collection rate of the oil-gas separator can be improved.

Description

Technical Field

[0001] This application relates to the field of power devices, and particularly to a powertrain. Background Art

[0002] Currently, a powertrain includes a crankcase and an oil-gas separator. The oil-gas separator is connected to the crankcase. An oil-gas space is formed inside the oil-gas separator, and the oil-gas space communicates with the inside of the crankcase. The oil-gas separator is used to collect the oil and gas in the crankcase to achieve the collection and utilization of the oil and gas.

[0003] In the prior art, the oil-gas separator includes multiple oil-gas baffles. The multiple oil-gas baffles are located in the oil-gas space, and the oil and gas can adhere to the oil-gas baffles to form liquid engine oil. Since the distance between the oil-gas baffles is relatively large, the oil collection capacity of the oil-gas baffles is low, and thus the engine oil collection rate of the oil-gas separator is low. Utility Model Content

[0004] To solve the deficiencies of the prior art, the purpose of this application is to provide a powertrain with a relatively high engine oil collection rate for its oil-gas separator.

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

[0006] A powertrain, which includes a housing, an intake and exhaust system, and a starting mechanism. The housing includes a crankcase; at least part of the intake and exhaust system is connected to the crankcase; at least part of the starting mechanism is connected to the crankcase; the intake and exhaust system includes an oil-gas separator, the oil-gas separator is connected to the crankcase, an oil-gas space is formed inside the oil-gas separator, a receiving space is formed in the crankcase, an oil-gas collection hole is opened on the crankcase, and the oil-gas space communicates with the receiving space through the oil-gas collection hole; the oil-gas separator includes multiple oil-gas baffles, the multiple oil-gas baffles are located in the oil-gas space, and the minimum distance between adjacent two oil-gas baffles ranges from 2 mm to 6 mm.

[0007] Further, the minimum distance between adjacent two oil-gas baffles ranges from 3 mm to 5 mm.

[0008] Further, the oil-gas baffle includes an oil liquid confluence surface, and at least part of the oil liquid confluence surface surrounds the oil-gas collection hole. Along the height direction of the powertrain, the oil liquid confluence surface includes an upper oil collection surface and a lower backflow surface. The upper oil collection surface is arranged close to the oil-gas collection hole, and the lower backflow surface is arranged close to the bottom of the oil-gas space.

[0009] Further, an oil liquid return hole is also opened on the crankcase. The oil liquid return hole is located at the bottom of the oil-gas space, and the oil-gas space communicates with the receiving space through the oil liquid return hole. Along the height direction of the powertrain, the height of the oil liquid return hole is lower than the height of the oil-gas collection hole.

[0010] Further, the oil-gas separator includes a first housing and a second housing. The first housing is fixedly connected to the crankcase. The second housing is connected to the side of the first housing away from the crankcase. An oil-gas space is formed between the first housing and the second housing, and an oil-gas baffle is located between the first housing and the second housing.

[0011] Further, the oil-gas baffle includes a baffle connection surface close to the crankcase and a baffle connection surface away from the crankcase. The baffle connection surface is fixedly connected to the crankcase. The baffle connection surface abuts against the second housing. An oil liquid confluence surface is located between the baffle connection surface and the baffle connection surface.

[0012] Further, at least a part of the second housing extends away from the first housing and forms a housing connection column. An oil-gas return hole is formed in the housing connection column. The oil-gas return hole communicates with the oil-gas space. Along the height direction of the power assembly, the height of the oil-gas return hole is higher than the height of the oil-gas collection hole.

[0013] Further, the intake and exhaust system further includes an air filter and an oil-gas collection pipe. The air filter is connected to the crankcase. One end of the oil-gas collection pipe communicates with the air filter, and the other end of the oil-gas collection pipe communicates with the oil-gas return hole.

[0014] Further, the power assembly further includes a sealing mechanism. The sealing mechanism is connected to the housing. The sealing mechanism includes an oil-gas sealing ring. The oil-gas sealing ring is arranged around the oil-gas space. The oil-gas sealing ring is sealed between the first housing and the second housing.

[0015] Further, the starting mechanism includes a starting motor. The starting motor is connected to the crankcase. Along the height direction of the power assembly, the starting motor is located above the oil-gas separator. The starting motor is arranged close to the oil-gas separator. The housing further includes a cylinder head and a cylinder block. The cylinder head, the cylinder block, the crankcase, and the air filter surround each other and form a storage space. The starting motor and the oil-gas separator are both located in the storage space.

[0016] The above-mentioned power assembly can reduce the distance between two adjacent oil-gas baffles, so as to facilitate the oil-gas baffle to collect more engine oil, which is beneficial to improving the engine oil collection rate of the oil-gas separator. Description of the Drawings

[0017] Figure 1 This is a three-dimensional structural schematic diagram of the power assembly provided by the embodiment of the present application.

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

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

[0020] Figure 4 Schematic diagram of the cylinder head cover of the powertrain provided by the embodiment of the present application.

[0021] Figure 5 Front view of the cylinder head cover of the powertrain provided by the embodiment of the present application.

[0022] Figure 6 Full sectional view of the cylinder head of the powertrain provided by the embodiment of the present application.

[0023] Figure 7 Full sectional view of the left side of the crankcase of the powertrain provided by the embodiment of the present application.

[0024] Figure 8 Full sectional view of the right side of the crankcase of the powertrain provided by the embodiment of the present application.

[0025] Figure 9 Full sectional view of the upper side of the crankcase of the powertrain provided by the embodiment of the present application.

[0026] Figure 10 Partial explosion view of the crankcase and oil filter of the powertrain provided by the embodiment of the present application.

[0027] Figure 11 Partial explosion view of the crankcase and oil filter of the powertrain provided by the embodiment of the present application from another angle.

[0028] Figure 12 Schematic diagram of the oil-water cooler and oil filter of the powertrain provided by the embodiment of the present application.

[0029] Figure 13 Explosion view of the structure of the crankcase, sealing mechanism and oil-gas separator of the powertrain provided by the embodiment of the present application.

[0030] Figure 14 Partial schematic diagram of the crankcase and oil-gas separator of the powertrain provided by the embodiment of the present application. Detailed implementation manners

[0031] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the specific implementation manners of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the specific implementation manners of the present application.

[0032] As Figure 1 and Figure 2A powertrain 100 is shown, which includes a housing 11, a crank connecting rod mechanism 12, a transmission mechanism 13, a valve train mechanism 14, and a starting mechanism 15. The housing 11 constitutes the basic framework of the powertrain 100. An accommodation space 101 is formed inside the housing 11, and the accommodation space 101 is used to accommodate and protect the internal components of the powertrain 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 transmission 116. Among them, 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 transmission 116 is connected to the crankcase 114. The accommodation space 101 is basically formed by the mutual connection of the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, the oil pan 115, and the transmission 116. At least part of the crank connecting rod mechanism 12 is arranged 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 inside the crankcase 114 and is rotationally connected to the crankcase 114. At least part of the connecting rod assembly 122 is located inside the crankcase 114 and at least part of it is located in the cylinder block 113. The transmission mechanism 13 is located inside the transmission 116, and the transmission mechanism 13 is drivingly connected to the crankshaft 121. At least part of the valve train mechanism 14 is arranged in the accommodation space 101, and the valve train mechanism 14 is drivingly connected to 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 drivingly connected to the crankshaft 121. When the powertrain 100 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 100. After the combustible mixture burns, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the powertrain 100 is composed of the bottom of the cylinder head 112 and the top of the cylinder block 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. To clearly illustrate the technical solution of this application, the front, rear, left, right, up, and down as shown in Figure 1 are also defined. It can be understood that in the embodiments of this application, the front-rear direction refers to the length direction of the powertrain 100, the left-right direction refers to the width direction of the powertrain 100, and the up-down direction refers to the height direction of the powertrain 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.

[0033] 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 arrangement, the sealing mechanism 19 can be provided at all positions on the powertrain 100 that need to be sealed, which is conducive to improving the sealing performance of the powertrain 100.

[0034] As an implementation, the cylinder head cover 111 includes a cover body 1111 and a plurality of cover connection parts 1112. When observed in the height direction of the powertrain 100, the plurality of cover connection 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 connection parts 1121 corresponding to the cover connection parts 1112. The cover connection parts 1112 and the cylinder head connection parts 1121 are detachably connected. The above arrangement 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.

[0035] As Figure 4 shown, in this embodiment, in the height direction of the powertrain 100, at least part of the cover connection part 1112 extends downward to form a limiting block 1113. The limiting block 1113 surrounds the sealing mechanism 19 and abuts against the cylinder head connection part 1121. Specifically, the lower surface of the limiting block 1113 abuts against the upper surface of the cylinder head connection 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 in 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 arrangement, 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, which is conducive to improving the sealing performance of the powertrain 100.

[0036] As Figure 5As shown, exemplarily, in the height direction of the powertrain 100, the thickness range of the limiting block 1113 is from 2 mm to 3 mm. Further, the thickness range of the limiting block 1113 is from 2.3 mm to 2.8 mm. More specifically, the thickness of the limiting block 1113 is 2.5 mm. Through the above settings, it is possible to avoid the compression amount of the sealing mechanism 19 being too small due to the excessive thickness range of the limiting 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 compression amount of the sealing mechanism 19 being too large due to the too small thickness range of the limiting block 1113, so as to prevent the sealing mechanism 19 from being damaged due to excessive compression amount, and thus facilitate the improvement of the service life of the sealing mechanism 19.

[0037] As Figure 3 and Figure 4 As shown, as an implementation manner, the sealing mechanism 19 includes a cylinder block sealing ring 191, the limiting 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 head cover body 1111 and the cylinder head 112, thereby improving the sealing effect of the cylinder block sealing ring 191.

[0038] As an implementation manner, in 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, and at least a part of the lower end surface of the cylinder head cover body 1111 is recessed upward to form a cylinder head cover limiting groove 1111a. The sealing clamping portion 1911 is clamped in the cylinder head cover limiting groove 1111a. The above settings can improve the connection stability of the cylinder block sealing ring 191 and the cylinder head cover body 1111, so as to prevent the cylinder block sealing ring 191 from detaching from between the cylinder head cover body 1111 and the cylinder head 112, and thus facilitate the connection stability of the cylinder block sealing ring 191, the cylinder head cover body 1111 and the cylinder head 112.

[0039] As an implementation manner, a cylinder head 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 head 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 head 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 head cover fire hole 1114 and the cylinder head fire hole 1114 form a fire hole channel, and the fire hole channel is communicated with the combustion chamber 1120. When the cylinder head cover fire hole 1114 is connected to the cylinder head fire hole 1122, there is a gap between the cylinder head 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.

[0040] In the present 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 limiting 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 made substantially consistent, which is beneficial to making the deformation amounts of the fire hole sealing ring 192 substantially consistent, and further beneficial to improving the sealing performance between the cylinder head cover 111 and the cylinder head 112.

[0041] It should be noted that since the cylinder head 112 and the cylinder head cover 111 are not regular shapes, in the present application, the cylinder head cover connecting portion 1112 can be basically arranged at the corner of the cylinder head cover body 1111, so that the connection between the cylinder head 112 and the cylinder head cover 111 is more stable. At the same time, at least one cylinder head cover connecting portion 1112 and at least one cylinder head connecting portion 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, thereby improving 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 portion of the outer contour of the cylinder head cover body 1111.

[0042] As Figure 6 shown, as an implementation manner, the cylinder head 112 is connected to the cylinder head cover 111 to form a wheel shaft chamber 105, the camshaft 142 is located in the wheel shaft chamber 105, a timing chamber 106 is formed in the housing 11, and at least a part of the timing chamber 106 is located in the cylinder head 112 and the cylinder head cover 111. The lubrication mechanism 16 includes an oil return passage 168 located in the cylinder head 112, and the wheel shaft chamber 105 is communicated with the timing chamber 106 through the oil return passage 168. Specifically, the wheel shaft chamber 105 is used to collect the engine oil for lubricating the camshaft 142, and the engine oil flows into the timing chamber 106 through the oil return passage 168. Since the timing chamber 106 is communicated with the oil pan 115, the engine oil can flow back to the oil pan 115, which is beneficial to improving the oil return efficiency of the engine oil and realizing the recycling of the engine oil. Through the above arrangement, the oil return passage 168 is arranged in the cylinder head 112 to facilitate the return of the engine oil in the wheel shaft chamber 105 to the timing chamber 106, thereby avoiding setting too many oil passages in the housing 11 and occupying a large space of the housing 11, and further being beneficial to improving the space utilization rate of the housing 11.

[0043] In this embodiment, along the height direction of the powertrain 100, the oil return passage 168 is located at the lowest point of the wheel axle chamber 105. Through the above arrangement, it is possible to avoid the remaining of oil in the wheel axle chamber 105 and accelerate the oil return speed, thereby achieving the full utilization of the oil and further improving the utilization rate of the oil in the powertrain 100.

[0044] Exemplarily, the minimum inner diameter R4 of the oil return passage 168 ranges from 7 mm to 13 mm. Further, the minimum inner diameter R4 of the oil return passage 168 ranges from 8 mm to 12 mm. Still further, the minimum inner diameter R4 of the oil return passage 168 ranges from 9 mm to 11 mm. Through the above arrangement, it is possible to avoid the oil return passage 168 occupying a large space due to the too large minimum inner diameter R4 of the oil return passage 168, which is beneficial to improving the space utilization rate of the powertrain 100; and it is also possible to avoid the slow flow of oil due to the too small minimum inner diameter R4 of the oil return passage 168, which is further beneficial to improving the flow efficiency of the oil in the oil return passage 168.

[0045] As an implementation, the oil return passage 168 includes an oil inlet 1681 and an oil outlet 1682. The oil inlet 1681 is located in the wheel axle chamber 105, and the oil outlet 1682 is located in the timing chamber 106. Along the height direction of the powertrain 100, the height of the oil inlet 1681 is higher than the height of the oil outlet 1682. Through the above arrangement, it is possible to avoid the remaining of oil in the oil return passage 168 and accelerate the oil return speed, thereby achieving the full utilization of the oil and further improving the utilization rate of the oil in the powertrain 100.

[0046] As Figure 3 shown, as an implementation, at least a part of the cylinder head 112 protrudes to form an oil return part 1129. The oil return part 1129 is located outside the wheel axle chamber 105, and the oil return passage 168 is formed on the oil return part 1129. Specifically, since the space of the wheel axle chamber 105 is small, the oil return passage 168 of the present application is arranged outside the wheel axle chamber 105, so as to avoid the oil return passage 168 occupying the space of the wheel axle chamber 105, which is beneficial to improving the space utilization rate of the wheel axle chamber 105.

[0047] As Figure 6 shown, in this embodiment, an exhaust oil passage 163 and an intake oil passage 164 are formed on the cylinder head 112. When observing along the height direction of the powertrain 100, the oil return passage 168 is arc-shaped, and the oil return passage 168 is arranged around the exhaust oil passage 163 and the intake oil passage 164. Through the above arrangement, the structures of the oil return passage 168, the exhaust oil passage 163 and the intake oil passage 164 can be made more compact, which is beneficial to improving the structural compactness among the oil return passage 168, the exhaust oil passage 163 and the intake oil passage 164, and further improving the space utilization rate of the powertrain 100.

[0048] As an implementation, the valve train 14 further includes a timing chain 145 and a timing gear 141 located in the timing chamber 106. The timing chain 145 is in driving connection with the timing gear 141, the timing gear 141 is connected to the camshaft 142, and the oil outlet 1682 is arranged close to the timing chain 145. Specifically, since the oil flow rate in the oil return passage 168 is relatively fast, in this application, the oil outlet 1682 is aligned with the timing chain 145, so that part of the oil can splash onto the timing chain 145 to lubricate the timing chain 145 and improve the lubrication effect of the timing chain 145.

[0049] As Figure 3 shown, as an implementation, the exhaust oil passage 163 includes a longitudinal oil passage 1631. The longitudinal oil passage 1631 is communicated with the exhaust oil storage chamber 1671. Along the height direction of the powertrain 100, the oil return passage 168 is located below the longitudinal oil passage 1631 and the exhaust oil storage chamber 1671. Through the above arrangement, the structure among the oil return passage 168, the longitudinal oil passage 1631, and the exhaust oil storage chamber 1671 can be made more compact, which is beneficial to improving the structural compactness among the oil return passage 168, the longitudinal oil passage 1631, and the exhaust oil storage chamber 1671.

[0050] As an implementation, along the length direction of the powertrain 100, the cylinder head 112 at least partially extends backward to form an exhaust seat 1127 and a tensioning seat 1128. An exhaust passage 176 is formed in the exhaust seat 1127, and a tensioning hole 1128a is formed in the tensioning seat 1128. Along the width direction of the powertrain 100, the oil return part 1129 is located between the exhaust seat 1127 and the tensioning seat 1128, and the oil return passage 168 is located between the exhaust passage 176 and the tensioning hole 1128a. Through the above arrangement, the structure among the oil return passage 168, the exhaust passage 176, and the tensioning hole 1128a is more compact, which is beneficial to improving the structural compactness among the oil return passage 168, the exhaust passage 176, and the tensioning hole 1128a.

[0051] As Figure 1 and Figure 7As shown, as an implementation, the powertrain 100 further includes a cooling mechanism 21. The cooling mechanism 21 is at least partially connected to the crankcase 114. The cooling mechanism 21 further includes an oil-water cooler 211 for cooling engine oil. The oil-water cooler 211 is located outside the crankcase 114 and is connected to the crankcase 114. Specifically, the cooling mechanism 21 includes a cooling water passage 212 and a cooling water pipe 213. The cooling water passage 212 is located inside the crankcase 114. The oil-water cooler 211 and the cooling water pipe 213 are communicated through the cooling water passage 212. The cooling water passage 212 is arranged close to the main oil passage 162. There is flowing cooling water in the cooling water passage 212, and the temperature of the cooling water is relatively low to achieve the reduction of the temperature of the engine oil. Through the above arrangement, the temperature of the engine oil can be controlled within a relatively low range, which is beneficial to reducing the temperature of the powertrain 100 and further improving the cooling efficiency of the powertrain 100.

[0052] As Figure 7 and Figure 8 shown, as an implementation, one end of the main oil passage 162 is communicated with the oil pump 161, and the other end of the main oil passage 162 is communicated with the crankshaft 121. Specifically, the main oil passage 162 includes a first-stage oil passage 1621 and a middle-stage oil passage 1622. Define a first direction 104 perpendicular to the upper end face of the crankcase 114. Both the first-stage oil passage 1621 and the middle-stage oil passage 1622 at least partially extend along the first direction 104. The oil pump 161 and the oil-water cooler 211 are communicated through the first-stage oil passage 1621, and the oil-water cooler 211 and the crankshaft 121 are communicated through the middle-stage oil passage 1622. Through the above arrangement, the paths of the first-stage oil passage 1621 and the middle-stage oil passage 1622 can be reduced, thereby avoiding the first-stage oil passage 1621 and the middle-stage oil passage 1622 occupying a large internal space of the crankcase 114, which is beneficial to improving the space utilization rate of the crankcase 114 and is also beneficial to improving the space utilization rate of the powertrain 100.

[0053] In this embodiment, the length range of the first-stage oil passage 1621 is 78 mm to 148 mm. Specifically, the length range of the first-stage oil passage 1621 is 98 mm to 128 mm. More specifically, the length of the first-stage oil passage 1621 is 118 mm. Through the above arrangement, it can be avoided that the first-stage oil passage 1621 occupies a large space due to its excessive length, which is beneficial to improving the space utilization rate of the crankcase 114; and it can also be avoided that the height of the crankcase 114 in the first direction 104 is too small due to the too short length of the first-stage oil passage 1621, so as to prevent the crankshaft 121 from not being able to be arranged in the crankcase 114, which is beneficial to improving the layout rationality of the crankcase 114.

[0054] It should be noted that the cooling water passage 212 is arranged close to the first-stage oil passage 1621 and the middle-stage oil passage 1622, so that the cooling water can cool the engine oil in the first-stage oil passage 1621 and the middle-stage oil passage 1622, which is beneficial to reducing the temperature of the crankcase 114 and improving the service life of the powertrain 100.

[0055] As Figure 9 shown, as an implementation manner, the lubrication mechanism 16 further includes a cooling oil inlet passage 169. Along the length direction of the powertrain 100, the cooling oil inlet passage 169 is located at the rear of the crankcase 114. The oil-water cooler 211 includes a cooling oil inlet 2111. One end of the cooling oil inlet passage 169 is communicated with the first-stage oil passage 1621, and the other end of the cooling oil inlet passage 169 is communicated with the cooling oil inlet 2111. Specifically, since the oil-water cooler 211 is arranged outside the crankcase 114, a cooling oil inlet passage 169 is provided on the crankcase 114 in this application to facilitate the communication between the oil-water cooler 211 and the first-stage oil passage 1621. Among them, the path of the cooling oil inlet passage 169 is short, which is beneficial to the rapid flow of the engine oil into the oil-water cooler 211, and thus is beneficial to improving the cooling efficiency of the engine oil.

[0056] In this embodiment, the lubrication mechanism 16 further includes a cooling oil outlet passage 16a. Along the length direction of the powertrain 100, the cooling oil outlet passage 16a is located at the rear of the crankcase 114. The oil-water cooler 211 includes a cooling oil outlet 2112. The cooling oil outlet 2112 is communicated with the middle-stage oil passage 1622 through the cooling oil outlet passage 16a. Specifically, the path of the cooling oil outlet passage 16a is short, which is beneficial to the rapid flow of the engine oil into the middle-stage oil passage 1622, and thus is beneficial to improving the cooling efficiency of the crankcase 114.

[0057] As Figure 8 shown, as an implementation manner, the lubrication mechanism 16 further includes an oil filter 16b. The cooling oil outlet passage 16a is communicated with the middle-stage oil passage 1622 through the oil filter 16b. Specifically, the oil filter 16b is used to filter harmful impurities in the engine oil, so as to provide clean engine oil for the powertrain 100, and thus is beneficial to extending the service life of the components inside the powertrain 100. At the same time, the oil-water cooler 211 is arranged close to the oil filter 16b, which is beneficial to improving the structural compactness of the oil-water cooler 211 and the oil filter 16b, and thus improving the space utilization rate of the powertrain 100.

[0058] As Figure 10As shown, in this embodiment, the engine oil filter 16b includes a filter base 161b and a filter element 162b. The filter base 161b is connected to the crankcase 114, and the filter element 162b is connected to the crankcase 114 through the filter base 161b. Specifically, since the volume of the filter element 162b is relatively large, the filter element 162b is connected to the side of the filter base 161b away from the crankcase 114, thus avoiding interference between the filter element 162b and the oil-water cooler, and further facilitating the improvement of the working efficiency of the oil-water cooler 211 and the engine oil filter 16b.

[0059] Exemplarily, a filter oil inlet passage 1611b communicating with the inside of the filter element 162b is formed on the filter base 161b. The cooling oil outlet passage 16a is communicated with the filter oil inlet passage 1611b. A filter oil outlet passage 1612b communicating with the inside of the filter element 162b is further formed on the filter base 161b, and the filter oil outlet passage 1612b is communicated with the middle section oil passage 1622. Through the above arrangement, the engine oil in the cooling oil outlet passage 16a sequentially passes through the filter oil inlet passage 1611b, the filter element 162b, and the filter oil outlet passage 1612b, and then flows into the middle section oil passage 1622. Through the above arrangement, the flow path of the engine oil can be increased, so that the filtering effect of the engine oil is better, and further it is beneficial to improve the service life of the powertrain 100.

[0060] As Figure 8 shown, as an implementation manner, the main oil passage 162 further includes a transverse oil passage 1623 extending along the width direction of the powertrain 100. The transverse oil passage 1623 is located in the crankcase 114. One end of the middle section oil passage 1622 is communicated with the filter oil outlet passage 1612b, and the other end of the middle section oil passage 1622 is communicated with the transverse oil passage 1623. Specifically, the transverse oil passage 1623 is basically located below the crankshaft 121, and a plurality of transverse oil holes are provided on the transverse oil passage 1623, and each transverse oil hole is respectively communicated with different gears on the crankshaft 121. Through the above arrangement, the lubrication effect between the crankshaft 121 and the gears on the crankshaft 121 can be better, thus facilitating the improvement of the lubrication efficiency of the crank connecting rod mechanism 12.

[0061] As Figure 11As shown, as an implementation, an oil chamber 107 is formed between the crankcase 114 and the oil pan 115, and the oil pump 161 is located in the oil chamber 107; along the height direction of the powertrain 100, the crankcase 114 extends at least partially downward to form a housing connection block 1143, and the oil pump 161 extends at least partially upward to form a pump body connection block 1611, and the housing connection block 1143 is connected to the pump body connection block 1611. Specifically, a pump body oil delivery hole 1612 is formed in the pump body connection block 1611, and the main oil passage 162 penetrates through the housing connection block 1143 and communicates with the pump body oil delivery hole 1612. Through the above arrangement, it is possible to avoid arranging an oil pipeline between the pump body connection block 1611 and the housing connection block 1143, so as to prevent the oil pipeline from occupying a large chamber space, which is beneficial to improving the utilization rate of the oil chamber 107 and further beneficial to improving the oil storage capacity of the oil pan 115.

[0062] As an implementation, a pump body sealing groove 1613 is further formed in the pump body connection block 1611. The pump body sealing groove 1613 is arranged around the pump body oil delivery hole 1612. The oil pump 161 further includes a pump body sealing ring 1614. The pump body sealing ring 1614 is clamped in the pump body sealing groove 1613, and the pump body sealing ring 1614 seals between the pump body connection block 1611 and the housing connection block 1143. Specifically, in the height direction of the powertrain 100, the upper side of the pump body sealing ring 1614 abuts against the pump body connection block 1611, and the pump body sealing ring 1614 is arranged around the main oil passage 162, so as to prevent the oil from flowing out from the gap between the pump body connection block 1611 and the housing connection block 1143, and further beneficial to improving the sealing performance of the powertrain 100.

[0063] In this embodiment, the pump body oil delivery hole 1612 communicates with the first-stage oil passage 1621, and one end of the first-stage oil passage 1621 far from the oil pump 161 communicates with the oil-water cooler 211. Specifically, the oil in the pump body oil delivery hole 1612 is delivered to the oil-water cooler 211 through the first-stage oil passage 1621 to reduce the temperature of the oil, which is beneficial to improving the cooling effect of the powertrain 100. At the same time, the paths of the first-stage oil passage 1621 and the pump body oil delivery hole 1612 are short, so that the oil can quickly flow into the oil-water cooler 211, which is beneficial to improving the working efficiency of the powertrain 100.

[0064] As an implementation, the oil pump 161 includes a plurality of oil pump connection parts 1615. The plurality of oil pump connection parts 1615 are arranged around the pump body connection block 1611. The crankcase 114 includes a plurality of crankcase connection parts 1144 corresponding to the oil pump connection parts 1615. The plurality of crankcase connection parts 1144 are arranged around the crankcase connection block 1143. The oil pump connection part 1615 is connected to the crankcase connection part 1144. Specifically, the connection between the plurality of oil pump connection parts 1615 and the plurality of crankcase connection parts 1144 can prevent the oil pump 161 from shifting or shaking due to the vibration of the power assembly 100, so as to prevent the oil delivery hole 1612 of the pump body from being interrupted from communicating with the first oil passage 1621. Through the above arrangement, the oil can flow stably in the oil delivery hole 1612 of the pump body and the first oil passage 1621, thereby improving the working stability of the power assembly 100. In addition, the oil pump connection part 1615 and the crankcase connection part 1144 can be connected by welding, so that the connection strength between the oil pump connection part 1615 and the crankcase connection part 1144 is relatively high, which is beneficial to improving the connection stability between the oil pump 161 and the crankcase 114. It should be noted that the oil pump connection part 1615 and the crankcase connection part 1144 can also be detachably connected by fasteners, so as to facilitate the disassembly of the oil pump 161 from the crankcase 114, which is beneficial to improving the assembly efficiency of the oil pump 161.

[0065] As Figure 12 shown, as an implementation, the oil-water cooler 211 further includes a cooling water channel 2113. A cooling oil channel 2114 is formed between the cooling oil outlet 2112 and the cooling oil inlet 2111. The cooling water channel 2113 is arranged close to the cooling oil channel 2114. Specifically, both the cooling water channel 2113 and the cooling oil channel 2114 are located in the housing 11 of the oil-water cooler 211. Since the volume of the oil-water cooler 211 is relatively small, the cooling water channel 2113 and the cooling oil channel 2114 occupy a relatively small space, which is beneficial to improving the space utilization rate of the power assembly 100.

[0066] As Figure 13As shown, as an implementation, an oil-gas space 108 is formed inside the oil-gas separator 175. An oil-gas collection hole 1145 is provided on the crankcase 114. The accommodation space 101 is at least partially located inside the crankcase 114. The oil-gas space 108 is communicated with the accommodation space 101 through the oil-gas collection hole 1145. Specifically, the oil-gas separator 175 includes a plurality of oil-gas baffles 1751. The plurality of oil-gas baffles 1751 are located inside the oil-gas space 108. Since the internal components of the powertrain 100 generate a relatively high temperature during operation, the internal components are covered with engine oil. The engine oil is heated and volatilized to form gaseous oil-gas. The oil-gas separator 175 is used to collect the oil-gas so that the oil-gas flows into the oil-gas space 108. When the oil-gas contacts the oil-gas baffle 1751, the oil-gas will adhere to the oil-gas baffle 1751 to form liquid engine oil, thereby realizing the collection of engine oil. Through the above arrangement, the distance between two adjacent oil-gas baffles 1751 is reduced, so as to facilitate the oil-gas baffle 1751 to collect more engine oil, which is beneficial to improving the engine oil collection rate of the oil-gas separator 175, enabling the engine oil to flow back to the oil pan 115 smoothly, and further beneficial to improving the utilization rate of the engine oil in the powertrain 100.

[0067] As Figure 14 shown, in this embodiment, the minimum distance D1 between two adjacent oil-gas baffles 1751 ranges from 2 mm to 6 mm. Specifically, the minimum distance D1 between two adjacent oil-gas baffles 1751 ranges from 3 mm to 5 mm. More specifically, the minimum distance D1 between two adjacent oil-gas baffles 1751 is 4 mm. Through the above arrangement, it can be avoided that due to the too large minimum distance D1 between two adjacent oil-gas baffles 1751, less oil-gas adheres to the oil-gas baffle 1751, preventing the oil-gas from being liquefied into engine oil, which is beneficial to improving the liquefaction efficiency of the engine oil; and it can also be avoided that due to the too small minimum distance D1 between two adjacent oil-gas baffles 1751, the fluidity of the oil-gas in the oil-gas space 108 is reduced, preventing the oil-gas from flowing into the oil-gas space 108 quickly, and further beneficial to improving the fluidity of the oil-gas.

[0068] As Figure 13 and Figure 14As shown, as an implementation, the oil and gas baffle 1751 includes an oil fluid confluence surface 1751a. The oil fluid confluence surface 1751a is at least partially disposed around the oil and gas collection hole 1145. Along the height direction of the powertrain 100, the oil fluid confluence surface 1751a includes an upper oil collection surface 1751b and a lower backflow surface 1751c. The upper oil collection surface 1751b is disposed close to the oil and gas collection hole 1145, and the lower backflow surface 1751c is disposed close to the bottom of the oil and gas space 108. Specifically, since the shapes of the oil and gas baffle 1751 vary, in order to improve the conversion rate of oil and gas in this application, the upper oil collection surface 1751b is arranged in a place closer to the oil and gas collection hole 1145 so as to quickly contact the oil and gas. When the oil and gas adheres to the upper oil collection surface 1751b and liquefies into engine oil, the engine oil can flow into the bottom of the oil and gas space 108 through the guidance of the lower backflow surface 1751c, thereby realizing the collection of engine oil. Through the above settings, the collection efficiency of the engine oil can be improved, and further the working efficiency of the oil and gas separator 175 can be improved.

[0069] In this embodiment, an oil fluid return hole 1146 is further formed on the crankcase 114. The oil fluid return hole 1146 is located at the bottom of the oil and gas space 108. The oil and gas space 108 is communicated with the accommodation space 101 through the oil fluid return hole 1146. The oil fluid return hole 1146 is used to convey the liquefied engine oil in the oil and gas separator 175 into the accommodation space 101. Since the accommodation space 101 is communicated with the oil pan 115, the engine oil will flow back into the oil pan 115 again, thereby realizing the recycling of the engine oil.

[0070] Exemplarily, along the height direction of the powertrain 100, the height of the oil fluid return hole 1146 is lower than the height of the oil and gas collection hole 1145. Through the above settings, it is possible to avoid the engine oil remaining in the oil and gas separator 175, thereby improving the full utilization of the engine oil. At the same time, it is also possible to avoid the engine oil clogging the oil and gas collection hole 1145, resulting in the oil and gas being unable to enter the oil and gas space 108, and further being beneficial to improving the conversion efficiency of the oil and gas.

[0071] As an implementation, the oil-gas separator 175 includes a first housing 1752 and a second housing 1753. The first housing 1752 is fixedly connected to the crankcase 114. The second housing 1753 is connected to the side of the first housing 1752 away from the crankcase 114. An oil-gas space 108 is formed between the first housing 1752 and the second housing 1753. The oil-gas baffle 1751 is located between the first housing 1752 and the second housing 1753. Specifically, the oil-gas baffle 1751 includes a baffle connection surface 1751d close to the crankcase 114 and a baffle connection surface 1751e away from the crankcase 114. The baffle connection surface 1751d is fixedly connected to the crankcase 114. The baffle connection surface 1751e abuts against the second housing 1753. The oil liquid confluence surface 1751a is located between the baffle connection surface 1751d and the baffle connection surface 1751e. When observed along the length direction of the powertrain 100, the baffle connection surface 1751d is arranged around the baffle connection surface 1751e. Through the above settings, the oil liquid confluence surface 1751a can be presented as an arc surface or an inclined surface, so as to facilitate the liquefied oil liquid to slide on the oil liquid confluence surface 1751a, which is beneficial to improving the flow rate of the oil liquid, and further improving the oil return efficiency of the engine oil.

[0072] As an implementation, at least a part of the second housing 1753 extends away from the first housing 1752 and forms a housing connection column 1753a. An oil-gas return hole 1753b is formed on the housing connection column 1753a. The oil-gas return hole 1753b is communicated with the oil-gas space 108. Specifically, the intake and exhaust system 17 further includes an oil-gas collection pipe 177. The air filter 173 is connected to the crankcase 114. The oil-gas collection pipe 177 is respectively connected to the housing connection column 1753a and the air filter 173, so that one end of the oil-gas collection pipe 177 is communicated with the air filter 173, and the other end of the oil-gas collection pipe 177 is communicated with the oil-gas return hole 1753b. Through the above settings, the unliquefied oil-gas in the oil-gas space 108 can pass through the oil-gas return hole 1753b and the oil-gas collection pipe 177 and enter the filter. Since the air filter 173 is communicated with the intake duct 174, the oil-gas can be filtered and flow back to the intake duct 174, which is beneficial to the recycling of the oil-gas, and further improves the working efficiency of the powertrain 100.

[0073] In this embodiment, along the height direction of the powertrain 100, the height of the oil-gas return hole 1753b is higher than the height of the oil-gas collection hole 1145. Through the above settings, the liquefied oil-gas can be prevented from flowing into the oil-gas return hole 1753b to prevent the oil-gas return hole 1753b from being blocked, which is beneficial to the rapid flow of the oil-gas into the air filter 173, and further beneficial to improving the flow efficiency of the oil-gas.

[0074] As an implementation manner, the sealing mechanism 19 is connected to the housing 11. The sealing mechanism 19 includes an oil and gas sealing ring 193. The oil and gas sealing ring 193 is arranged around the oil and gas space 108, and the oil and gas sealing ring 193 is sealed between the first housing 1752 and the second housing 1753. Specifically, the oil and gas sealing ring 193 can prevent oil and gas from flowing out of the gap between the first housing 1752 and the second housing 1753 to the outside of the powertrain 100, which is beneficial to improving the sealing performance of the powertrain 100. At the same time, it can prevent oil and gas from adhering to the outside of the housing 11, and further is beneficial to improving the cleanliness of the powertrain 100.

[0075] 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 crankcase; an intake and exhaust system, the intake and exhaust system being at least partially connected to the crankcase; a starting mechanism, the starting mechanism being at least partially connected to the crankcase; It is characterized in that The intake and exhaust system comprises an oil-gas separator, the oil-gas separator is connected to the crankcase, an oil-gas space is formed inside the oil-gas separator, a receiving space is formed inside the crankcase, an oil-gas collecting hole is opened on the crankcase, and the oil-gas space is connected to the receiving space through the oil-gas collecting hole; The oil-gas separator comprises a plurality of oil-gas baffles, and the plurality of oil-gas baffles are located in the oil-gas space, and the minimum distance between two adjacent oil-gas baffles ranges from 2 mm to 6 mm.

2. The powertrain according to claim 1, characterized in that: The minimum distance between two adjacent oil and gas baffles ranges from 3 mm to 5 mm.

3. The powertrain according to claim 1, characterized in that: The oil-gas baffle includes an oil-liquid converging surface, which is at least partially arranged around the oil-gas collecting hole. Along the height direction of the power assembly, the oil-liquid converging surface includes an upper oil-collecting surface and a lower reverse flow surface. The upper oil-collecting surface is arranged close to the oil-gas collecting hole, and the lower reverse flow surface is arranged close to the bottom of the oil-gas space.

4. The powertrain according to claim 1, characterized in that: The crankcase is also provided with an oil reflux hole, which is located at the bottom of the oil-gas space. The oil-gas space is connected to the accommodating space through the oil reflux hole. Along the height direction of the power assembly, the height of the oil reflux hole is lower than the height of the oil-gas collecting hole.

5. The powertrain according to claim 3, characterized in that: The oil-gas separator includes a first shell and a second shell, the first shell is fixedly connected to the crankcase, the second shell is connected to a side of the first shell away from the crankcase, the oil-gas space is formed between the first shell and the second shell, and the oil-gas baffle is located between the first shell and the second shell.

6. The powertrain according to claim 5, characterized in that: The oil and gas baffle includes a baffle connecting surface close to the crankcase and a baffle connecting surface away from the crankcase, the baffle connecting surface is fixedly connected to the crankcase, the baffle connecting surface abuts against the second shell, and the oil converging surface is located between the baffle connecting surface and the baffle connecting surface.

7. The powertrain according to claim 5, characterized in that: The second shell at least partially extends in a direction away from the first shell and forms a shell connecting column, the shell connecting column is provided with an oil and gas return hole, and the oil and gas return hole is connected to the oil and gas space; Along the height direction of the power assembly, the height of the oil and gas reflow hole is higher than the height of the oil and gas collecting hole.

8. The powertrain according to claim 7, characterized in that: The intake and exhaust system also includes an air filter and an oil and gas collecting pipe, the air filter is connected to the crankcase, one end of the oil and gas collecting pipe is communicated with the air filter, and the other end of the oil and gas collecting pipe is communicated with the oil and gas reflux hole.

9. The powertrain according to claim 5, characterized in that: The power assembly further includes a sealing mechanism, which is connected to the housing. The sealing mechanism includes an oil-gas sealing ring, which is arranged around the oil-gas space and is sealed between the first housing and the second housing.

10. The powertrain according to claim 8, characterized in that: The starting mechanism comprises a starting motor, which is connected to the crankcase and is located above the oil-gas separator along the height direction of the power assembly. The starting motor is arranged close to the oil-gas separator; The housing further comprises a cylinder head and a cylinder block. The cylinder head, the cylinder block, the crankcase and the air filter surround each other and form a storage space. The starter motor and the oil-gas separator are both located in the storage space.

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