Power assembly

Abstract

The utility model discloses a power assembly which comprises a shell, a crank connecting rod mechanism, a lubricating mechanism and a cooling mechanism, and the shell comprises an air cylinder body and a crankcase connected with the air cylinder body; the lubricating mechanism comprises an engine oil pump for pumping engine oil, and the engine oil pump is connected with the crankcase; the cooling mechanism comprises an oil-water cooler for cooling engine oil, and the oil-water cooler is located on the outer side of the crankcase and connected with the crankcase. The lubricating mechanism further comprises a main oil duct located in the crankcase, one end of the main oil duct is communicated with the oil pump, and the other end of the main oil duct is communicated with the crankshaft. The main oil duct comprises a first-section oil duct and a middle-section oil duct, a first direction perpendicular to the upper end face of the crankcase is defined, the first-section oil duct and the middle-section oil duct at least partially extend in the first direction, the oil pump is communicated with the oil-water cooler through the first-section oil duct, and the oil-water cooler is communicated with the crankshaft through the middle-section oil duct. Through the arrangement, the space of the crankcase can be compact.

Description

Technical Field

[0001] The present application relates to the field of power devices, and particularly to a power assembly. Background Art

[0002] Currently, a power assembly includes a housing and a lubrication mechanism. The lubrication mechanism is located inside the housing and can lubricate the components inside the housing, thereby facilitating the improvement of the working efficiency of the power assembly.

[0003] In related technologies, the housing includes a crankcase and an oil pan. The crankcase and the oil pan are connected to form an oil chamber. The lubrication mechanism includes a main oil passage opened in the crankcase, and the main oil passage communicates with the oil chamber. Since the main oil passage is located above the oil chamber and has a relatively large number of segments, the main oil passage occupies a relatively large space in the crankcase, resulting in an uncompact space in the crankcase. Utility Model Content

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide a power assembly with a compact space in the crankcase.

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

[0006] A power assembly, which includes a housing, a crank connecting rod mechanism, a lubrication mechanism, and a cooling mechanism. The housing includes a cylinder block and a crankcase connected to the cylinder block; the crank connecting rod mechanism includes a crankshaft, and the crankshaft is located inside the crankcase and is rotatably connected to the crankcase; the lubrication mechanism includes an oil pump for pumping engine oil, and the oil pump is connected to the crankcase; the cooling mechanism includes an oil-water cooler for cooling engine oil, and the oil-water cooler is located outside the crankcase and is connected to the crankcase; the lubrication mechanism further includes a main oil passage located inside the crankcase, one end of the main oil passage communicates with the oil pump, and the other end of the main oil passage communicates with the crankshaft; the main oil passage includes a first-stage oil passage and a middle-stage oil passage. Defining a first direction perpendicular to the upper end face of the crankcase, both the first-stage oil passage and the middle-stage oil passage at least partially extend along the first direction. The oil pump and the oil-water cooler are connected through the first-stage oil passage, and the oil-water cooler and the crankshaft are connected through the middle-stage oil passage.

[0007] Further, the length range of the first-stage oil passage is from 78 mm to 148 mm.

[0008] Further, the length range of the first-stage oil passage is from 98 mm to 128 mm.

[0009] Further, the lubrication mechanism further includes a cooling oil inlet passage. Along the front-back direction of the power assembly, the cooling oil inlet passage is located at the rear of the crankcase. The oil-water cooler includes a cooling oil inlet, one end of the cooling oil inlet passage communicates with the first-stage oil passage, and the other end of the cooling oil inlet passage communicates with the cooling oil inlet.

[0010] Further, the lubrication mechanism further includes a cooling oil outlet passage. Along the front-rear direction of the powertrain, the cooling oil outlet passage is located at the rear of the crankcase. The oil-water cooler includes a cooling oil outlet, and the cooling oil outlet is communicated with the middle oil passage through the cooling oil outlet passage.

[0011] Further, the lubrication mechanism further includes an oil filter, and the cooling oil outlet passage is communicated with the middle oil passage through the oil filter.

[0012] Further, the oil filter includes a filter seat and a filter element. The filter seat is connected to the crankcase, and the filter element is connected to the crankcase through the filter seat; a filter inlet passage communicating with the inside of the filter element is provided on the filter seat, and the cooling oil outlet passage is communicated with the filter inlet passage.

[0013] Further, a filter outlet passage communicating with the inside of the filter element is further provided on the filter seat, and the filter outlet passage is communicated with the middle oil passage.

[0014] Further, the main oil passage further includes a transverse oil passage extending along the width direction of the powertrain. The transverse oil passage is located inside the crankcase. One end of the middle oil passage is communicated with the filter outlet passage, and the other end of the middle oil passage is communicated with the transverse oil passage.

[0015] Further, the cooling mechanism further includes a cooling water passage and a cooling water pipe. The cooling water passage is located inside the crankcase. The oil-water cooler and the cooling water pipe are communicated through the cooling water passage; wherein, the cooling water passage is arranged close to the first oil passage and the middle oil passage.

[0016] The above-mentioned powertrain can reduce the paths of the first oil passage and the middle oil passage, thereby avoiding the first oil passage and the middle oil passage occupying a large internal space of the crankcase, and further being beneficial to improving the space utilization rate of the crankcase. Brief Description of the Drawings

[0017] Figure 1 It is a schematic three-dimensional structure diagram of the powertrain provided by the embodiment of the present application.

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

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

[0020] Figure 4 It is a schematic structure diagram of the cylinder head cover of the powertrain provided by the embodiment of the present application.

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

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

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

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

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

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

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

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

[0029] Figure 13 Structural exploded view 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 embodiments 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 14 and a starting mechanism 15. The housing 11 forms the basic framework of the powertrain 100, and an accommodation space 101 is formed inside the housing 11 for accommodating and protecting 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. The crank connecting rod mechanism 12 is at least partially 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 rotatably connected to the crankcase 114. The connecting rod assembly 122 is at least partially located inside the crankcase 114 and at least partially located in the cylinder block 113. The transmission mechanism 13 is located inside the transmission 116 and is in transmission connection with the crankshaft 121. The valve train 14 is at least partially arranged in the accommodation space 101 and is in transmission 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 transmission connection with 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 formed by 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 shown Figure 3 in FIG. Figure 3 , 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.

[0034] As an implementation, the cylinder head cover 111 includes a cover body 1111 and a plurality of cover connecting parts 1112. When observing 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.

[0035] As shown Figure 4 in FIG. Figure 4 , in this embodiment, along the height direction of the powertrain 100, at least part of the cover connecting 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 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, which is beneficial to improving the sealing performance of the powertrain 100.

[0036] As shown Figure 5As shown, exemplarily, along 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. Further still, 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 decreasing, thereby being beneficial to improving 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 further being beneficial to improving the service life of the sealing mechanism 19.

[0037] As Figure 3 and Figure 4 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, 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 head cover body 1111 is recessed upward to form a cylinder head cover limiting groove 1111a, and 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 avoid the cylinder block sealing ring 191 detaching from between the cylinder head cover body 1111 and the cylinder head 112, and further being beneficial to 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 this embodiment, along the height direction of the powertrain 100, at least 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 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 basically 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 basically kept consistent, which is beneficial to making the deformation amounts of the fire hole sealing ring 192 basically the same, and further improves 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 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 improves 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 bending part of the outer contour of the cylinder head cover body 1111.

[0042] As Figure 6 shown, as an implementation method, 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. The timing chamber 106 is at least partially 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. 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. 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 settings, the oil return passage 168 is arranged in the cylinder head 112 to facilitate the engine oil in the wheel shaft chamber 105 to flow back to the timing chamber 106, thereby avoiding setting too many oil channels 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 prevent engine oil from remaining in the wheel axle chamber 105 and accelerate the oil return speed, thereby achieving the full utilization of the engine oil and further improving the utilization rate of the engine 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 prevent the oil return passage 168 from 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 prevent the engine oil from flowing slowly 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 engine oil in the oil return passage 168.

[0045] As an implementation manner, 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 prevent engine oil from remaining in the oil return passage 168 and accelerate the oil return speed, thereby achieving the full utilization of the engine oil and further improving the utilization rate of the engine oil in the powertrain 100.

[0046] As Figure 3 shown, as an implementation manner, at least part of the cylinder head 112 protrudes to form an oil return portion 1129. The oil return portion 1129 is located outside the wheel axle chamber 105, and the oil return passage 168 is provided on the oil return portion 1129. Specifically, since the space of the wheel axle chamber 105 is small, the oil return passage 168 is arranged outside the wheel axle chamber 105 in this application, so as to prevent the oil return passage 168 from 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 provided on the cylinder head 112. When observed 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 transmission 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, the oil outlet 1682 is aligned with the timing chain 145 in this application, 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 power assembly 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 power assembly 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 power assembly 100, the oil return portion 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 the 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 surface 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 being unable 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 channel 212 is arranged close to the first-stage oil channel 1621 and the middle-stage oil channel 1622, so that the cooling water can cool the engine oil in the first-stage oil channel 1621 and the middle-stage oil channel 1622, thereby helping to reduce the temperature of the crankcase 114 and improve 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 channel 169. Along the front-back direction of the powertrain 100, the cooling oil inlet channel 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 channel 169 is communicated with the first-stage oil channel 1621, and the other end of the cooling oil inlet channel 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 channel 169 is opened on the crankcase 114 in this application to facilitate the connection between the oil-water cooler 211 and the first-stage oil channel 1621. Among them, the path of the cooling oil inlet channel 169 is short, which is conducive to the engine oil flowing quickly into the oil-water cooler 211, and further conducive to improving the cooling efficiency of the engine oil.

[0056] In this embodiment, the lubrication mechanism 16 further includes a cooling oil outlet channel 16a. Along the front-back direction of the powertrain 100, the cooling oil outlet channel 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 channel 1622 through the cooling oil outlet channel 16a. Specifically, the path of the cooling oil outlet channel 16a is short, which is conducive to the engine oil flowing quickly into the middle-stage oil channel 1622, and further conducive 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 channel 16a is communicated with the middle-stage oil channel 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 further conducive 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 conducive to improving the structural compactness of the oil-water cooler 211 and the oil filter 16b, and further 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, thereby avoiding interference between the filter element 162b and the oil-water cooler, and thus 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 also formed on the filter base 161b, and the filter oil outlet passage 1612b is communicated with the middle 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 flows into the middle 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 thus 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 oil passage 1622 is communicated with the filter oil outlet passage 1612b, and the other end of the middle 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, thereby 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 is communicated 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 oil from flowing out from the gap between the pump body connection block 1611 and the housing connection block 1143, which is beneficial to improving the sealing performance of the powertrain 100.

[0063] In this embodiment, the pump body oil delivery hole 1612 is communicated with the first-stage oil passage 1621, and one end of the first-stage oil passage 1621 far from the oil pump 161 is communicated 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 parts 1615 are connected to the crankcase connection parts 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 powertrain 100, so as to prevent the oil delivery hole 1612 of the pump body from being interrupted in communication with the first-stage 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-stage oil passage 1621, thereby improving the working stability of the powertrain 100. In addition, the oil pump connection parts 1615 and the crankcase connection parts 1144 can be connected by welding, so that the connection strength between the oil pump connection parts 1615 and the crankcase connection parts 1144 is relatively high, which is conducive to improving the connection stability between the oil pump 161 and the crankcase 114. It should be noted that the oil pump connection parts 1615 and the crankcase connection parts 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 conducive 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 passage 2113. A cooling oil passage 2114 is formed between the cooling oil outlet 2112 and the cooling oil inlet 2111. The cooling water passage 2113 is arranged close to the cooling oil passage 2114. Specifically, both the cooling water passage 2113 and the cooling oil passage 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 passage 2113 and the cooling oil passage 2114 occupy a relatively small space, which is conducive to improving the space utilization rate of the powertrain 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 settings, 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 settings, 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 collecting surface 1751a, and the oil collecting surface 1751a is at least partially disposed around the oil and gas collecting hole 1145. Along the height direction of the power assembly 100, the oil collecting surface 1751a includes an upper oil collecting surface 1751b and a lower backflow surface 1751c. The upper oil collecting surface 1751b is disposed close to the oil and gas collecting 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 baffles 1751 are various, in order to improve the conversion rate of oil and gas in this application, the upper oil collecting surface 1751b is arranged in a place closer to the oil and gas collecting hole 1145 so as to quickly contact the oil and gas. When the oil and gas adheres to the upper oil collecting 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 the 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 return hole 1146 is further formed in the crankcase 114. The oil 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 return hole 1146. The oil 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 to the oil pan 115 again, thereby realizing the recycling of the engine oil.

[0070] Exemplarily, along the height direction of the power assembly 100, the height of the oil return hole 1146 is lower than the height of the oil and gas collecting 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 blocking the oil and gas collecting hole 1145 and causing the oil and gas to be unable to enter the oil and gas space 108, which is 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 sliding of the liquefied oil liquid on the oil liquid confluence surface 1751a, which is beneficial to improving the flow velocity of the oil liquid, and further improving the return efficiency of the engine oil.

[0072] As an implementation, at least part of the second housing 1753 extends in a direction away from the first housing 1752 and forms a housing connection column 1753a. An oil-gas return hole 1753b is formed in the housing connection column 1753a. The oil-gas return hole 1753b communicates 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 communicates with the air filter 173, and the other end of the oil-gas collection pipe 177 communicates 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 communicates with the intake passage 174, the oil-gas can be filtered and flow back to the intake passage 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 blockage of the oil-gas return hole 1753b, 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-gas sealing ring 193. The oil-gas sealing ring 193 is arranged around the oil-gas space 108 and is sealed between the first housing 1752 and the second housing 1753. Specifically, the oil-gas sealing ring 193 can prevent the oil-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 the oil-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 shall fall within the protection scope of the appended claims of this application.

Claims

1. A powertrain, comprising: A housing, the housing comprising a cylinder block and a crankcase connected to the cylinder block; A crank-connecting rod mechanism, wherein the crank-connecting rod mechanism comprises a crankshaft, wherein the crankshaft is located in the crankcase and is rotatably connected to the crankcase; a lubrication mechanism, the lubrication mechanism comprising an oil pump for pumping engine oil, the oil pump being connected to the crankcase; A cooling mechanism, the cooling mechanism comprising an oil-water cooler for cooling the engine oil, the oil-water cooler being located outside the crankcase and connected to the crankcase; It is characterized in that The lubrication mechanism further comprises a main oil passage located in the crankcase, one end of the main oil passage is in communication with the oil pump, and the other end of the main oil passage is in communication with the crankshaft; The main oil passage includes a first section oil passage and a middle section oil passage, defining a first direction perpendicular to the upper end surface of the crankcase. The first section oil passage and the middle section oil passage both extend at least partially along the first direction. The oil pump and the oil-water cooler are connected through the first section oil passage, and the oil-water cooler and the crankshaft are connected through the middle section oil passage.

2. The powertrain according to claim 1, characterized in that: The length of the first section of the oil channel ranges from 78 mm to 148 mm.

3. The powertrain according to claim 2, characterized in that: The length of the first section of the oil channel ranges from 98 mm to 128 mm.

4. The powertrain according to claim 1, characterized in that: The lubrication mechanism also includes a cooling oil inlet passage, which is located at the rear of the crankcase along the front-to-rear direction of the powertrain. The oil-water cooler includes a cooling oil inlet port, one end of the cooling oil inlet passage is connected to the first oil passage, and the other end of the cooling oil inlet passage is connected to the cooling oil inlet port.

5. The powertrain according to claim 1, characterized in that: The lubrication mechanism also includes a cooling oil outlet passage, which is located at the rear of the crankcase along the front-to-rear direction of the powertrain. The oil-water cooler includes a cooling oil outlet port, which is connected to the middle oil passage through the cooling oil outlet passage.

6. The powertrain according to claim 5, characterized in that: The lubrication mechanism further includes an oil filter, and the cooling oil outlet passage is connected to the middle oil passage through the oil filter.

7. The powertrain according to claim 6, characterized in that: The oil filter comprises a filter seat and a filter body, the filter seat is connected to the crankcase, and the filter body is connected to the crankcase through the filter seat; The filter seat is provided with a filter oil inlet passage connected to the inside of the filter body, and the cooling oil outlet passage is connected to the filter oil inlet passage.

8. The powertrain according to claim 7, characterized in that: The filter seat is also provided with a filter oil outlet passage communicating with the interior of the filter body, and the filter oil outlet passage is communicated with the middle oil passage.

9. The powertrain according to claim 8, characterized in that: The main oil passage also includes a transverse oil passage extending along the width direction of the powertrain, the transverse oil passage is located in the crankcase, one end of the middle oil passage is connected to the filter oil passage, and the other end of the middle oil passage is connected to the transverse oil passage.

10. The powertrain according to claim 1, characterized in that: The cooling mechanism also includes a cooling water circuit and a cooling water pipe, wherein the cooling water circuit is located inside the crankcase, and the oil-water cooler and the cooling water pipe are connected via the cooling water circuit; wherein the cooling water circuit is arranged close to the first section oil channel and the middle section oil channel.

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