Power assembly

Abstract

The utility model discloses a power assembly which comprises a shell, a crank connecting rod mechanism and a speed change mechanism, and the shell comprises a crankcase and a gearbox; the crank connecting rod mechanism comprises a crankshaft which is located in a crankshaft box. The speed change mechanism is positioned in the gearbox and is in transmission connection with the crankshaft; the gearbox comprises a speed changing box, the speed changing box is located on one side of the crankcase in the length direction of the power assembly, the speed changing mechanism comprises a reverse gear assembly located in the speed changing box, the reverse gear assembly comprises a reverse gear supporting shaft and a reverse gear transition gear, the reverse gear transition gear is arranged on the reverse gear supporting shaft in a sleeving mode, and the reverse gear supporting shaft is connected with the power assembly. The gearbox further comprises a first supporting part and a second supporting part, one end of the reverse gear supporting shaft is connected to the first supporting part, and the other end of the reverse gear supporting shaft is connected to the second supporting part. Through the arrangement, the connection stability of the reverse gear supporting shaft and the speed-changing gear box can be improved, so that the stability of the reverse gear transition gear can be improved, and the stability of the reverse gear assembly can be improved.

Description

Technical Field

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

[0002] At present, the powertrain includes a crank-connecting rod mechanism, a speed change mechanism and a gear transmission. The speed change mechanism is basically located in the gear transmission and is transmission-connected to the crank-connecting rod mechanism, so that the crank-connecting rod mechanism adjusts the output power through the speed change mechanism, thereby improving the overall performance of the powertrain.

[0003] In the prior art, the speed change mechanism includes a reverse gear assembly, and the reverse gear assembly includes a reverse gear support shaft and a reverse gear transition gear. The reverse gear transition gear is sleeved on the reverse gear support shaft and is rotatably connected to the reverse gear support shaft. Since only one end of the reverse gear support shaft is engaged with the gear transmission, the stability of the reverse gear support shaft and the reverse gear transition gear is relatively low, thereby reducing the structural stability of the reverse gear assembly. 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 whose reverse gear assembly has higher stability.

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

[0006] A powertrain, which includes a housing, a crank-connecting rod mechanism and a speed change mechanism, wherein the housing includes a crankcase and a gearbox connected to the crankcase; the crank-connecting rod mechanism includes a crankshaft, which is located in the crankcase; the speed change mechanism is at least partially located in the gearbox and is drivingly connected to the crankshaft; the gearbox includes a gear gearbox, which is located on one side of the crankcase along the length direction of the powertrain, the speed change mechanism includes a reverse gear assembly located in the gear gearbox, the reverse gear assembly includes a reverse gear support shaft and a reverse gear transition gear, the reverse gear transition gear is sleeved on the reverse gear support shaft, and the gear gearbox also includes a first support portion and a second support portion, one end of the reverse gear support shaft is connected to the first support portion, and the other end of the reverse gear support shaft is connected to the second support portion.

[0007] Furthermore, the gear transmission includes a first gear case body and a second gear case body, the first gear case body and the second gear case body are detachably connected, the first support portion is opened in the first gear case body, the second support portion is opened in the second gear case body, the reverse gear transition gear is located in the second gear case body, and the reverse gear transition gear is arranged close to the second support portion.

[0008] Furthermore, the speed change mechanism also includes a main shaft assembly and a counter shaft assembly located in the gear transmission case, the counter shaft assembly also includes a reverse counter shaft gear, the main shaft assembly also includes a reverse main shaft gear, and the reverse main shaft gear is connected to the counter shaft reverse transition gear through the reverse transition gear transmission.

[0009] Furthermore, the speed change mechanism also includes a shift assembly and a speed change assembly, the speed change assembly controls the transmission ratio between the main shaft assembly and the secondary shaft assembly through the shift assembly, and the speed change assembly and the shift assembly are at least partially arranged in front of the secondary shaft assembly.

[0010] Furthermore, the speed shift assembly includes a speed shift hub, a first speed shift bearing and a second speed shift bearing. The first speed shift bearing and the second speed shift bearing are respectively mounted on both ends of the speed shift hub. The first speed shift bearing and the second speed shift bearing are both rotatably connected to the speed shift hub. A first speed shift clamping portion is provided in the first gear case body, and a second speed shift clamping portion is provided in the second gear case body. The first speed shift bearing is clamped in the first speed shift clamping portion, and the second speed shift bearing is clamped in the second speed shift clamping portion.

[0011] Furthermore, the shift assembly includes a shift shaft, a shift fork, a shift elastic member and a shift slider. At least two shift forks are provided. The shift fork and the shift slider are both slidably connected to the shift shaft. The shift elastic member is sleeved on the shift shaft. The shift elastic member and the shift slider are both arranged between two adjacent shift forks. The shift assembly also includes a fork groove and a slider groove opened on the shift hub. The shift fork is at least partially engaged in the fork groove, and the shift slider is at least partially engaged in the slider groove.

[0012] Furthermore, when there are two shift forks, the fork groove includes a first groove body and a second groove body, and the first groove body, the second groove body and the slider groove all extend basically along the circumference of the shift hub, and the lengths of the first groove body, the second groove body and the slider groove in the circumferential direction of the shift hub are basically the same.

[0013] Furthermore, the slider groove is located between the first groove body and the second groove body along the axial direction of the speed change hub.

[0014] Furthermore, the speed shifting mechanism also includes a shift actuator and a shift gear assembly, the shift gear assembly is at least partially located in the gear transmission case, the shift gear assembly is transmission connected to the speed shift assembly, the shift actuator is basically located on the outside of the transmission case, and the shift actuator is transmission connected to the speed shift assembly through the shift gear assembly.

[0015] Furthermore, the speed shift assembly also includes a shift shaft and a speed gear connected to the shift hub, the speed gear is fixedly connected to the shift shaft, the shift actuator includes an actuator gear, the shift gear assembly includes a shift rotating shaft, a first shift gear and a second shift gear, the first shift gear and the second shift gear are both fixedly connected to the shift rotating shaft, the actuator gear is meshed with the first shift gear, and the speed gear is meshed with the second shift gear.

[0016] The above-mentioned power assembly can connect both ends of the reverse gear support shaft to the gear transmission to improve the connection stability between the reverse gear support shaft and the gear transmission, which is beneficial to improving the stability of the reverse gear transition gear, and further beneficial to improving the stability of the reverse gear assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the overall structure of the powertrain provided in an embodiment of the present application.

[0018] Figure 2 A partial exploded view of a powertrain provided in an embodiment of the present application.

[0019] Figure 3 A partial exploded view of the gear transmission and speed change mechanism of the powertrain provided in an embodiment of the present application.

[0020] Figure 4 A partial exploded view of a driven gear assembly of a powertrain provided in an embodiment of the present application.

[0021] Figure 5 An overall exploded view of a driven gear assembly of a powertrain provided in an embodiment of the present application.

[0022] Figure 6 A full cross-sectional view of the gear transmission and speed change mechanism of the powertrain provided in an embodiment of the present application.

[0023] Figure 7 A full cross-sectional view from another angle of the gear transmission and speed change mechanism of the powertrain provided in an embodiment of the present application.

[0024] Figure 8 A side view of a transmission mechanism of a powertrain provided in an embodiment of the present application.

[0025] Fig. 9 A partial cross-sectional view of the gear transmission and speed change mechanism of the powertrain provided in an embodiment of the present application.

[0026] Fig.10 An exploded view of a transmission assembly of a powertrain provided in an embodiment of the present application.

[0027] Fig.11 This is a three-axis view of the transmission mechanism of the powertrain provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation manner of the present application will be clearly and completely described below in conjunction with the drawings in the implementation manner of the present application.

[0029] like Figure 1 and Figure 2A power assembly 100 is shown, which includes a housing 11, a crank-connecting rod mechanism 12, a speed change mechanism 13, a valve mechanism 14, a starting mechanism 15 and a lubrication mechanism 16. The housing 11 constitutes a basic frame of the power assembly 100, and a receiving space 101 is formed inside the housing 11, and the receiving space 101 is used to receive and protect the internal components of the power assembly 100. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, an oil pan 115 and a gearbox 116, wherein the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, and the oil pan 115 are connected in sequence, and the gearbox 116 is connected to the crankcase 114, and the accommodating space 101 is basically formed by the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, the oil pan 115 and the gearbox 116 being connected to each other. The crank-connecting rod mechanism 12 is at least partially disposed in the crankcase 114. The crank-connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod assembly 122 connected to the crankshaft 121. The crankshaft 121 is located in the crankcase 114 and is rotatably connected to the crankcase 114. The connecting rod assembly 122 is at least partially located in the crankcase 114 and at least partially located in the cylinder block 113. The speed change mechanism 13 is located in the gearbox 116, and the speed change mechanism 13 is in driving connection with the crankshaft 121. The valve mechanism 14 is at least partially disposed in the accommodating space 101, and the valve mechanism 14 is in driving connection with the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is in driving connection with the crankshaft 121. The lubrication mechanism 16 is at least partially located in the oil pan 115, and the lubrication mechanism 16 is arranged through the cylinder head 112, the cylinder block 113 and the crankcase 114 to achieve lubrication of the components inside the housing 11. When the power assembly 100 is working, the fuel and air are mixed into a combustible mixture and then transported to the combustion chamber 1120 of the power assembly 100. After the combustible mixture is burned, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the power assembly 100 is composed of the bottom of the cylinder head 112 and the top of the cylinder 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. In order to clearly illustrate the technical solution of the present application, it is also defined as follows Figure 1The front, rear, left, right, top and bottom are shown. It can be understood that the front-to-back direction in the embodiment of the present application refers to the length direction of the power assembly 100, the left-right direction refers to the width direction of the power assembly 100, and the up-down direction refers to the height direction of the power assembly 100. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114 and the oil pan 115 are basically distributed along the up-down direction, that is, the crankcase 114 is arranged on the upper side of the oil pan 115, the cylinder block 113 is arranged on the upper side of the crankcase 114, the cylinder head 112 is arranged on the upper side of the cylinder block 113, and the cylinder head cover 111 is arranged on the upper side of the cylinder head 112.

[0030] like Figure 3 and Figure 4 As shown, as an implementation method, the gearbox 116 includes a gear gearbox 1161, and the speed change mechanism 13 includes a driven gear assembly 131 located in the gear gearbox 1161. Along the length direction of the powertrain 100, the gear gearbox 1161 is located on one side of the crankcase 114, that is, the gear gearbox 1161 is located on the front side or the rear side of the crankcase 114. The above arrangement can avoid arranging the gear gearbox 1161 on the left side or the right side of the crankcase 114, which may cause the width of the powertrain 100 to be too large, thereby helping to reduce the width of the powertrain 100.

[0031] In this embodiment, the driven gear assembly 131 includes a front output shaft 1311, a rear output shaft 1312 and a driven bevel gear 1313. The front output shaft 1311 and the rear output shaft 1312 both extend along the length direction of the power assembly 100. The rear end of the front output shaft 1311 is fixedly connected or integrally formed with the front end of the rear output shaft 1312. The driven bevel gear 1313 is sleeved on the front output shaft 1311 and fixedly connected with the front output shaft 1311, or the driven bevel gear 1313 is sleeved on the rear output shaft 1312 and fixedly connected with the rear output shaft 1312. Through the above arrangement, the front output shaft 1311 and the rear output shaft 1312 can be integrated, which is conducive to improving the connection strength between the front output shaft 1311 and the rear output shaft 1312, and further conducive to improving the structural stability of the driven gear assembly 131.

[0032] Exemplarily, an outer connecting portion 1311a is provided on the front output shaft 1311, and the outer connecting portion 1311a is arranged near the connection between the front output shaft 1311 and the rear output shaft 1312. An inner connecting portion 1313a is provided inside the driven bevel gear 1313, and the outer connecting portion 1311a and the inner connecting portion 1313a are detachably connected. Specifically, the outer connecting portion 1311a and the inner connecting portion 1313a can be arranged to be splined, so that the outer connecting portion 1311a can be snapped onto the inner connecting portion 1313a, thereby improving the assembly speed of the driven bevel gear 1313 and the front output shaft 1311, and further facilitating the improvement of the assembly efficiency of the driven gear assembly 131. Or an outer connecting portion 1311a is provided on the rear output shaft 1312, and the outer connecting portion 1311a is arranged near the connection between the front output shaft 1311 and the rear output shaft 1312, and an inner connecting portion 1313a is provided inside the driven bevel gear 1313, and the outer connecting portion 1311a and the inner connecting portion 1313a are detachably connected. Specifically, the outer connecting portion 1311a and the inner connecting portion 1313a can be arranged as a spline connection, so that the outer connecting portion 1311a can be snapped onto the inner connecting portion 1313a, thereby improving the assembly speed of the driven bevel gear 1313 and the rear output shaft 1312, and further facilitating the improvement of the assembly efficiency of the driven gear assembly 131.

[0033] As an implementation, the driven gear assembly 131 further includes a first driven bearing 1314 and a second driven bearing 1315, the first driven bearing 1314 is sleeved on the front output shaft 1311 and is rotatably connected to the front output shaft 1311, the second driven bearing 1315 is sleeved on the rear output shaft 1312 and is rotatably connected to the rear output shaft 1312, and the driven bevel gear 1313 is located between the first driven bearing 1314 and the second driven bearing 1315. Specifically, the first driven bearing 1314 and the second driven bearing 1315 are used to support the front output shaft 1311, the rear output shaft 1312 and the driven bevel gear 1313, and the present application can avoid setting too many bearings on the output shaft or the rear output shaft 1312, which may cause the driven gear assembly 131 to be too large in size or too heavy in weight. Through the above arrangement, the volume of the driven gear assembly 131 can be reduced, which is beneficial to improving the space utilization of the power assembly 100. At the same time, the mass of the driven gear assembly 131 can be reduced, thereby achieving lightweight of the power assembly 100.

[0034] In this embodiment, a first driven clamping portion 1161a and a second driven clamping portion 1161b are provided in the gear transmission case 1161, the first driven bearing 1314 is clamped with the first driven clamping portion 1161a, and the second driven bearing 1315 is clamped with the second driven clamping portion 1161b. Specifically, the gear transmission case 1161 includes a first gear case body 1161c and a second gear case body 1161d, and the first gear case body 1161c and the second gear case body 1161d are detachably connected. A first clamping groove 1161e is provided on the first driven clamping portion 1161a, and a second clamping groove 1161f is provided on the second driven clamping portion 1161b. The first clamping groove 1161e and the second clamping groove 1161f are provided at the connection between the first gear case body 1161c and the second gear case body 1161d, that is, the first clamping groove 1161e and the second clamping groove 1161f are at least partially located in the first gear case body 1161c, and the first clamping groove 1161e and the second clamping groove 1161f are also at least partially located in the second gear case body 1161d. Through the above-mentioned arrangement, it can be easier to assemble the first driven bearing 1314 in the first clamping groove 1161e, and it can also be easier to assemble the second driven bearing 1315 in the second clamping groove 1161f, which is beneficial to increase the assembly speed of the first driven bearing 1314 and the second driven bearing 1315, and further improve the assembly efficiency of the driven gear assembly 131.

[0035] like Figure 5 As shown, as an implementation, the driven gear assembly 131 further includes an adjustment washer 1316 and a bearing bushing 1317, the adjustment washer 1316 is sleeved on the front output shaft 1311, the two sides of the adjustment washer 1316 are respectively abutted on the first driven bearing 1314 and the driven bevel gear 1313, the rear output shaft 1312 includes an output journal 1312a, and the two ends of the second driven bearing 1315 are respectively abutted on the bearing bushing 1317 and the output journal 1312a. Specifically, the adjustment washer 1316 can avoid interference between the first driven bearing 1314 and the driven bevel gear 1313, so as to protect the first driven bearing 1314 or the driven bevel gear 1313, and the bearing bushing 1317 can limit the sliding of the second driven bearing 1315 on the rear output shaft 1312, so as to make the connection between the second driven bearing 1315 and the rear output shaft 1312 more stable, thereby facilitating the improvement of the structural stability of the driven gear assembly 131.

[0036] In this embodiment, the driven gear assembly 131 further includes a bearing stopper 1318, a bearing connection portion 1311b is provided on the front output shaft 1311, the bearing stopper 1318 abuts against one end of the first driven bearing 1314 away from the adjustment washer 1316, and the bearing stopper 1318 is fixedly connected to the bearing connection portion 1311b. Specifically, the bearing stopper 1318 can be set as a nut, and a thread can be provided on the bearing connection portion 1311b, so that the bearing stopper 1318 and the bearing connection portion 1311b can be fixedly connected, wherein the bearing stopper 1318 can limit the sliding of the first driven bearing 1314 on the front output shaft 1311, so that the connection between the second driven bearing 1315 and the front output shaft 1311 is more stable, thereby facilitating the improvement of the structural stability of the driven gear assembly 131.

[0037] As an implementation method, the driven gear assembly 131 also includes a first oil seal 1319 and a second oil seal 131a. The first oil seal 1319 is sleeved on the front output shaft 1311, and the first oil seal 1319 is located at the end of the bearing limiter 1318 away from the first driven bearing 1314. The second oil seal 131a is sleeved on the rear output shaft 1312, and the second oil seal 131a is located at the end of the second driven bearing 1315 away from the driven bevel gear 1313. Specifically, the first driven bearing 1314 and the second driven bearing 1315 are soaked with lubricating oil, the first oil seal 1319 is clamped at least partially close to the first driven clamping portion 1161a, and the first oil seal 1319 is used to seal the first driven bearing 1314 in the first gear housing 1161c, and the second oil seal 131a is at least partially close to the second driven clamping portion 1161b, and the second oil seal 131a is used to seal the second driven bearing 1315 in the second gear housing 1161d. Through the above arrangement, the lubrication effect of the first driven bearing 1314 and the second driven bearing 1315 can be improved, so as to increase the service life of the first driven bearing 1314 and the second driven bearing 1315, thereby facilitating the improvement of the service life of the driven gear assembly 131.

[0038] like Figure 6 As shown, as an implementation, the speed change mechanism 13 further includes a driving gear assembly 132 located in the gear box 1161, and the driving gear assembly 132 is transmission-connected with the driven gear assembly 131. Specifically, the driving gear assembly 132 includes a driving bevel gear 1321 and a driving gear shaft 1322 fixedly connected to the driving bevel gear 1321, and the driving bevel gear 1321 is transmission-connected with the driven bevel gear 1313. Through the above arrangement, the power of the driving bevel gear 1321 is transmitted to the front output shaft 1311 and the rear output shaft 1312 through the driven bevel gear 1313, thereby realizing the power transmission of the power assembly 100.

[0039] In this embodiment, the speed change mechanism 13 further includes a countershaft assembly 133 located in the gear box 1161, and the countershaft assembly 133 is in transmission connection with the driving gear assembly 132. Specifically, the driving gear assembly 132 includes a first bevel gear 1323, and the first bevel gear 1323 and the driving bevel gear 1321 are respectively located on both sides of the driving gear shaft 1322 and are fixedly connected to the driving gear shaft 1322, and the countershaft assembly 133 includes a second bevel gear 1331, and the first bevel gear 1323 is in transmission connection with the second bevel gear 1331, and the axial force generated by the rotation of the first bevel gear 1323 is opposite to the axial force generated by the rotation of the driving bevel gear 1321, that is, the axial force of the first bevel gear 1323 relative to the second bevel gear 1331 is opposite to the axial force of the driving bevel gear 1321 relative to the driven bevel gear 1313. More specifically, along the width direction of the power assembly 100, the gear teeth of the active bevel gear 1321 are set to be left-handed, and the gear teeth of the first bevel gear 1323 are set to be right-handed. When the active gear assembly 132 rotates, the axial force generated by the rotation of the active bevel gear 1321 moves along its own rotation center in a direction close to the first bevel gear 1323, and the axial force generated by the rotation of the first bevel gear 1323 moves along its own rotation center in a direction close to the active bevel gear 1321. Through the above arrangement, the axial force generated by the rotation of the active bevel gear 1321 and the axial force generated by the rotation of the first bevel gear 1323 are arranged relative to or offset each other, which is conducive to improving the stability of the active gear assembly 132, and then improving the working stability of the power assembly 100.

[0040] As another implementation, along the width direction of the power assembly 100, the gear teeth of the active bevel gear 1321 are set to be right-handed, and the gear teeth of the first bevel gear 1323 are set to be left-handed. When the active gear assembly 132 rotates, the axial force generated by the rotation of the active bevel gear 1321 moves along its own rotation center in a direction away from the first bevel gear 1323, and the axial force generated by the rotation of the first bevel gear 1323 moves along its own rotation center in a direction away from the active bevel gear 1321. Through the above arrangement, the axial force generated by the rotation of the active bevel gear 1321 and the axial force generated by the rotation of the first bevel gear 1323 are arranged relative to or offset each other, which is conducive to improving the stability of the active gear assembly 132, and then improving the working stability of the power assembly 100.

[0041] As an implementation, the driving gear assembly 132 further includes a limiting washer 1324, a driving gear bearing 1325, a locking nut 1326, a driving sleeve 1327 and an active positioning bearing 1328 sleeved on the driving gear shaft 1322. The limiting washer 1324, the driving gear bearing 1325, the locking nut 1326, the driving sleeve 1327 and the active positioning bearing 1328 are sequentially located between the driving bevel gear 1321 and the first bevel gear 1323. The axial force generated by the rotation of the driving bevel gear 1321 and the axial force generated by the rotation of the first bevel gear 1323 act on both sides of the driving gear bearing 1325. Specifically, the axial force generated by the rotation of the driving bevel gear 1321 acts on one side of the driving gear bearing 1325 through the limiting washer 1324, and the axial force generated by the rotation of the first bevel gear 1323 acts on the other side of the driving gear bearing 1325 through the active positioning bearing 1328, the driving sleeve 1327 and the locking nut 1326. More specifically, the active bevel gear 1321, the first bevel gear 1323, the active gear shaft 1322, the limiting gasket 1324, the locking nut 1326 and the active shaft sleeve 1327 are all connected to the gear box 1161 through the active positioning bearing 1328 and the active gear bearing 1325. The limiting gasket 1324 is located between the active bevel gear 1321 and the active gear bearing 1325 to avoid interference between the active bevel gear 1321 and the active gear bearing 1325, which is beneficial to protecting the active bevel gear 1321 and the active gear bearing 1325. At the same time, the axial force generated by the rotation of the active bevel gear 1321 and the axial force generated by the rotation of the first bevel gear 1323 both act on the active gear bearing 1325 to achieve balanced force on both sides of the active gear bearing 1325, which is beneficial to improving the service life of the active gear bearing 1325 and the service life of the active gear assembly 132.

[0042] In this embodiment, the gear transmission case 1161 includes an active bearing clamping portion 1161g and an active positioning clamping portion 1161h, the active gear bearing 1325 is clamped in the active bearing clamping portion 1161g, and the active positioning bearing 1328 is clamped in the active positioning clamping portion 1161h. Specifically, a third clamping groove 1161j is provided on the active bearing clamping portion 1161g, and a fourth clamping groove 1161k is provided on the active positioning clamping portion 1161h. The third clamping groove 1161j and the fourth clamping groove 1161k are both located in the second gear case body 1161d, the active gear bearing 1325 is clamped in the third clamping groove 1161j, and the active positioning bearing 1328 is clamped in the fourth clamping groove 1161k. The above arrangement can facilitate the installation of the active gear bearing 1325 and the active positioning bearing 1328 , thereby facilitating the improvement of the assembly speed of the active gear bearing 1325 and the active positioning bearing 1328 , and further improving the assembly efficiency of the active gear assembly 132 .

[0043] As an implementation, the speed change mechanism 13 further includes a main shaft assembly 134 located in the gear box 1161, the main shaft assembly 134 includes an output main shaft 1341 and a high-speed main shaft bevel gear 1342 fixedly connected to the output main shaft 1341, the countershaft assembly 133 further includes a speed change countershaft 1332 and a high-speed countershaft bevel gear 1333 sleeved on the speed change countershaft 1332, the high-speed main shaft bevel gear 1342 is meshed with the high-speed countershaft bevel gear 1333, and the axial force generated by the rotation of the high-speed countershaft bevel gear 1333 is opposite to the axial force generated by the rotation of the second bevel gear 1331. Through the above arrangement, the axial force generated by the rotation of the high-speed countershaft bevel gear 1333 and the axial force generated by the rotation of the second bevel gear 1331 are arranged opposite to or offset each other, which is conducive to improving the stability of the countershaft assembly 133, and further improving the working stability of the power assembly 100.

[0044] In this embodiment, the countershaft assembly 133 also includes a middle bearing 1334 and a parking gear 1335 which are sleeved on the speed shift countershaft 1332. The middle bearing 1334 is located between the high-speed countershaft bevel gear 1333 and the second bevel gear 1331. The speed shift countershaft 1332 includes a countershaft shoulder 1332a. The axial force generated by the rotation of the high-speed countershaft bevel gear 1333 acts on one side of the middle bearing 1334 through the countershaft shoulder 1332a, and the axial force generated by the rotation of the second bevel gear 1331 acts on the other side of the middle bearing 1334 through the parking gear 1335. Specifically, the countershaft assembly 133 is connected to the gearbox 1161 through the middle bearing 1334, one side of the second bevel gear 1331 abuts against one side of the middle bearing 1334, and the other side of the second bevel gear 1331 abuts against the parking gear 1335, and the middle bearing 1334, the second bevel gear 1331 and the parking gear 1335 are all fixed on the speed-changing countershaft 1332 through a fastening nut and a circular washer, so that the axial force generated by the rotation of the second bevel gear 1331 can directly act on the middle bearing 1334, or act on the middle bearing 1334 after passing through the reaction force of the parking gear 1335, the fastening nut and the circular washer. More specifically, the high-speed countershaft bevel gear 1333 is fixedly connected to the speed-changing countershaft 1332, and the force of the high-speed countershaft bevel gear 1333 directly acts on the middle bearing 1334 through the speed-changing countershaft 1332. Through the above arrangement, the axial force generated by the rotation of the second bevel gear 1331 and the axial force generated by the rotation of the high-speed countershaft bevel gear 1333 both act on the middle bearing 1334, and the axial forces of the two offset each other to achieve balanced force on both sides of the middle bearing 1334, which is beneficial to increasing the service life of the middle bearing 1334 and the service life of the countershaft assembly 133.

[0045] As an implementation method, the main shaft assembly 134 also includes a low-gear main shaft bevel gear 1343 fixedly connected to the output main shaft 1341, and the secondary shaft assembly 133 also includes a low-gear secondary shaft bevel gear 1336 and an end bearing 1337 mounted on the speed change secondary shaft 1332. The low-gear main shaft bevel gear 1343 is meshed with the low-gear secondary shaft bevel gear 1336, and the end bearing 1337 is clamped with the gear transmission case 1161. The axial force generated by the rotation of the low-gear secondary shaft bevel gear 1336 acts on the end bearing 1337. Specifically, the countershaft assembly 133 is also connected to the gear transmission case 1161 through an end bearing 1337. The end bearing 1337 is sleeved on the end of the speed countershaft 1332 away from the parking gear 1335. The end bearing 1337 abuts against the low-speed countershaft bevel gear 1336 through a circular gasket. When the teeth of the low-speed countershaft bevel gear 1336 are set to be left-handed, the axial force generated by the rotation of the low-speed countershaft bevel gear 1336 acts on the end bearing 1337, so that the end bearing 1337 can share part of the axial force of the countershaft assembly 133, thereby avoiding excessive concentration of the axial force generated by the rotation of the countershaft assembly 133, which is beneficial to improving the working stability of the countershaft assembly 133.

[0046] As another possible implementation method, the low-gear countershaft bevel gear 1336 can be fixedly connected to the speed-changing countershaft 1332, and the low-gear main shaft bevel gear 1343 and the low-gear countershaft bevel gear 1336 cannot simultaneously perform work on the speed-changing countershaft 1332. When the gear teeth of the low-gear countershaft bevel gear 1336 are set to be right-handed, the axial force generated by the rotation of the low-gear countershaft bevel gear 1336 acts on the middle bearing 1334 through the speed-changing countershaft 1332, so that the axial force generated by the rotation of the low-gear countershaft bevel gear 1336 and the axial force generated by the rotation of the second bevel gear 1331 offset each other, so as to achieve balanced force on both sides of the middle bearing 1334, which is beneficial to improve the service life of the middle bearing 1334, and also beneficial to improve the service life of the countershaft assembly 133.

[0047] As an implementation, the main shaft assembly 134 further includes a main shaft bearing 1344, the gear transmission case 1161 includes a main shaft clamping portion 1161m, the main shaft bearing 1344 is clamped with the main shaft clamping portion 1161m, and the axial force generated by the rotation of the low-speed main shaft bevel gear 1343 or the axial force generated by the rotation of the low-speed main shaft bevel gear 1343 acts on the main shaft bearing 1344. Specifically, the output main shaft 1341, the low-speed main shaft bevel gear 1343 and the high-speed main shaft bevel gear 1342 are all connected to the gear transmission case 1161 through the main shaft bearing 1344, and the low-speed main shaft bevel gear 1343 and the high-speed main shaft bevel gear 1342 work in turn, so that the circumferential force of the low-speed main shaft bevel gear 1343 can be transmitted to the main shaft bearing 1344 through the output main shaft 1341, or the circumferential force of the high-speed main shaft bevel gear 1342 can be transmitted to the main shaft bearing 1344 through the output main shaft 1341. Through the above arrangement, since the axial force generated by the rotation of the low-gear main shaft bevel gear 1343 and the axial force generated by the rotation of the low-gear main shaft bevel gear 1343 are relatively small, and the main shaft bearing 1344 can be arranged as a double ball bearing, the load-bearing capacity of the main shaft bearing 1344 is relatively large, which is beneficial for balancing the axial force generated by the rotation of the low-gear main shaft bevel gear 1343 and the axial force generated by the rotation of the low-gear main shaft bevel gear 1343, and further beneficial for improving the working stability of the main shaft assembly 134.

[0048] As an implementation, the main shaft assembly 134 further includes a reverse gear main shaft gear 1345 fixedly connected to the output main shaft 1341, and the reverse gear main shaft gear 1345 is located between the low gear main shaft bevel gear 1343 and the high gear main shaft bevel gear 1342 along the axial direction of the output main shaft 1341, and the reverse gear main shaft gear 1345 is arranged close to the high gear main shaft bevel gear 1342. Specifically, since there is a large space between the low gear main shaft bevel gear 1343 and the high gear main shaft bevel gear 1342, the reverse gear main shaft gear 1345 is arranged in the above space, which is conducive to improving the space utilization of the main shaft assembly 134, and at the same time, the structure of the reverse gear main shaft gear 1345 and the high gear main shaft bevel gear 1342 is more compact, which is also conducive to improving the structural compactness of the main shaft assembly 134.

[0049] like Figure 7As shown, in this embodiment, the speed change mechanism 13 further includes a reverse gear assembly 135 located in the gear box 1161, the reverse gear assembly 135 includes a reverse gear support shaft 1351 and a reverse gear transition gear 1352, the countershaft assembly 133 further includes a reverse gear countershaft gear 1338, and the reverse gear main shaft gear 1345 is connected to the reverse gear countershaft gear 1338 through the reverse gear transition gear 1352. Specifically, the reverse gear main shaft gear 1345 is meshed with the reverse gear transition gear 1352, and the reverse gear countershaft gear 1338 is also meshed with the reverse gear transition gear 1352, wherein, when viewed along the width direction of the power assembly 100, the reverse gear countershaft gear 1338 is located between the output main shaft 1341 and the speed change countershaft 1332, so that the structure of the reverse gear countershaft gear 1338, the reverse gear support shaft 1351, the speed change countershaft 1332 and the output main shaft 1341 is more compact, thereby facilitating the improvement of the structural compactness of the speed change mechanism 13.

[0050] As an implementation method, the reverse gear transition gear 1352 is sleeved on the reverse gear support shaft 1351, and the gear transmission case 1161 further includes a first support portion 1161n and a second support portion 1161p, one end of the reverse gear support shaft 1351 is connected to the first support portion 1161n, and the other end of the reverse gear support shaft 1351 is connected to the second support portion 1161p. Specifically, the reverse gear support shaft 1351 is a cylindrical structure, the first support portion 1161n is provided with a first support circular hole, and the second support portion 1161p is provided with a second support circular hole, so that the two ends of the reverse gear support shaft 1351 are respectively clamped in the first support circular hole and the second support circular hole. Through the above arrangement, the connection stability between the reverse gear support shaft 1351 and the gear transmission case 1161 can be improved, which is conducive to improving the stability of the reverse gear transition gear 1352, and further conducive to improving the stability of the reverse gear assembly 135.

[0051] In this embodiment, the first support portion 1161n is provided in the first gear case 1161c, the second support portion 1161p is provided in the second gear case 1161d, and the reverse gear transition gear 1352 is located in the second gear case 1161d and is arranged close to the second support portion 1161p. Specifically, when the reverse gear support shaft 1351 and the reverse gear transition gear 1352 need to be repaired or replaced, the first gear case 1161c and the second gear case 1161d can be disassembled so that the reverse gear support shaft 1351 and the reverse gear transition gear 1352 need to be assembled, and the reverse gear support shaft 1351 is supported by the first gear case 1161c and the second gear case 1161d. Through the above arrangement, the assembly efficiency of the reverse gear support shaft 1351 and the reverse gear transition gear 1352 can be improved, and the structural stability of the reverse gear support shaft 1351 can also be improved.

[0052] like Figure 8As shown, as an implementation, the speed change mechanism 13 further includes a shift assembly 136 and a shift assembly 137. The shift assembly 137 controls the transmission ratio between the main shaft assembly 134 and the secondary shaft assembly 133 through the shift assembly 136. The shift assembly 137 and the shift assembly 136 are both at least partially arranged in front of the secondary shaft assembly 133. Specifically, the shift assembly 137 and the shift assembly 136 are both at least partially arranged below the main shaft assembly 134, and the shift assembly 137 and the shift assembly 136 are both at least partially arranged above the driving gear assembly 132 and the driven gear assembly 131. Through the above arrangement, the structures of the shift assembly 137, the shift assembly 136, the secondary shaft assembly 133, the main shaft assembly 134, the driving gear assembly 132 and the driven gear assembly 131 can be made more compact, which is conducive to improving the structural compactness of the speed change mechanism 13.

[0053] like Fig. 9 As shown, in this embodiment, the speed shift assembly 137 includes a speed shift hub 1371, a first speed shift bearing 1372 and a second speed shift bearing 1373, the first speed shift bearing 1372 and the second speed shift bearing 1373 are respectively mounted on both ends of the speed shift hub 1371 and are rotatably connected to the speed shift hub 1371, a first speed shift clamping portion 1161q is provided in the first gear case 1161c, a second speed shift clamping portion 1161r is provided in the second gear case 1161d, the first speed shift bearing 1372 is clamped in the first speed shift clamping portion 1161q, and the second speed shift bearing 1373 is clamped in the second speed shift clamping portion 1161r. Specifically, the speed hub 1371 is connected to the gear transmission 1161 through the first speed bearing 1372 and the second speed bearing 1373, and the speed hub 1371 needs to rotate in the gear transmission 1161. Therefore, the present application avoids excessive friction between the speed hub 1371 and the gear transmission 1161 caused by the speed hub 1371 being directly connected to the gear transmission 1161, so as to prevent the end of the speed hub 1371 from being worn, thereby facilitating the improvement of the service life of the speed shift assembly 137. Through the above arrangement, the first speed bearing 1372 and the second speed bearing 1373 can improve the rotation speed of the speed hub 1371, thereby improving the working efficiency of the speed shift assembly 137.

[0054] As an implementation method, the shift assembly 136 includes a shift shaft 1361, a shift fork 1362, a shift elastic member 1363 and a shift slider 1364. At least two shift forks 1362 are provided. The shift forks 1362 are used to control the transmission ratio of the speed change mechanism 13. The shift forks 1362 and the shift slider 1364 are both slidably connected to the shift shaft 1361 so that the shift forks 1362 and the shift slider 1364 can move axially along the shift shaft 1361. Among them, the shift elastic member 1363 is sleeved on the shift shaft 1361, and the shift elastic member 1363 and the shift slider 1364 are both provided between two adjacent shift forks 1362. Specifically, the speed shift assembly 137 further includes a fork groove 1374 and a slider groove 1375 provided on the speed shift hub 1371, the shift fork 1362 is at least partially engaged in the fork groove 1374, and the shift slider 1364 is at least partially engaged in the slider groove 1375. More specifically, the left and right sides of the shift elastic member 1363 are respectively in contact with the shift fork 1362 and the shift slider 1364.

[0055] In this embodiment, the speed shift assembly 137 can rotate around its own axis, that is, the speed shift mechanism 13 rotates, and the fork groove 1374 and the slider groove 1375 also rotate. Since the shift fork 1362 is at least partially disposed in the fork groove 1374, and the shift slider 1364 is at least partially disposed in the slider groove 1375, the shift fork 1362 and the shift slider 1364 slide in the fork groove 1374 and the slider groove 1375, and then the shift fork 1362 and the shift slider 1364 slide left and right on the shift shaft 1361. At this time, the sliding of the shift fork 1362 and the shift slider 1364 on the shift shaft 1361 can drive the shift elastic member 1363 to slide on the shift shaft 1361, and the elastic force generated by the expansion and contraction of the shift elastic member 1363 during the sliding process acts on the shift fork 1362 and the shift slider 1364, which is conducive to improving the moving stability of the shift fork 1362 and the shift slider 1364 on the shift shaft 1361, and further helps to improve the shifting stability and accuracy of the shift assembly 136. Through the above arrangement, the stable operation of the shift assembly 136 is achieved, which is conducive to improving the working efficiency of the speed change mechanism 13, avoiding the hard connection between the shift assembly 136 and the speed change assembly 137, and further improving the service life of the power assembly 100.

[0056] like Fig.10As shown, exemplarily, when the shift fork 1362 is set to two, the fork groove 1374 includes a first groove body 1374a and a second groove body 1374b, and the first groove body 1374a, the second groove body 1374b and the slider groove 1375 all extend basically along the circumference of the speed hub 1371, and the lengths of the first groove body 1374a, the second groove body 1374b and the slider groove 1375 in the circumferential direction of the speed hub 1371 are basically the same. Specifically, during the rotation of the speed change mechanism 13, one of the shift forks 1362 can slide in the first groove 1374a, and the other shift fork 1362 can slide in the second groove 1374b, so that the first groove 1374a can control one of the shift forks 1362 to slide on the shift shaft 1361, and the second groove 1374b can control the other shift fork 1362 to slide on the shift shaft 1361, thereby improving the working efficiency between the speed change assembly 137 and the shift assembly 136 to realize the shifting and speed changing function of the speed change mechanism 13. In addition, the slider groove 1375 is located between the first groove body 1374a and the second groove body 1374b along the axial direction of the speed hub 1371. During the rotation of the speed shift mechanism 13, the shift slider 1364 can slide in the slider groove 1375, and the slider groove 1375 can control the shift slider 1364 to slide on the shift shaft 1361, so that the shift slider 1364 pushes the shift fork 1362 to slide through the shift elastic member 1363, thereby improving the sliding efficiency of the shift fork 1362, and further improving the working efficiency of the shift assembly 136.

[0057] like Figure 8 and Fig.11 As shown, as an implementation, the speed change mechanism 13 further includes a shift actuator 138 and a shift gear assembly 139. The shift gear assembly 139 is at least partially located in the gearbox 1161 and is transmission-connected to the speed change assembly 137. The shift actuator 138 is basically located outside the gearbox 116 body, and the shift actuator 138 is transmission-connected to the speed change assembly 137 through the shift gear assembly 139. Specifically, a through hole is provided on the gearbox 1161, and the shift actuator 138 at least partially penetrates the through hole and is located inside the gearbox 1161, so that the shift actuator 138 can be rotationally connected to the shift gear assembly 139. Among them, the shift actuator 138 can adjust the rotation angle of the speed change assembly 137 by adjusting the rotation angle of the shift gear assembly 139, so that the speed change assembly 137 can drive the shift assembly 136 to work according to actual needs. Through the above arrangement, the shift actuator 138 has a higher precision, so as to realize accurate control of the shift assembly 136 , thereby facilitating improving the working accuracy of the speed change mechanism 13 .

[0058] In this embodiment, the speed change assembly 137 further includes a shift speed shaft 1376 and a speed change gear 1377 connected to the speed change hub 1371, the speed change gear 1377 is fixedly connected to the shift speed shaft 1376, the shift actuator 138 includes an actuator gear 1381, the shift gear assembly 139 includes a shift rotation shaft 1391 and a first shift gear 1392 and a second shift gear 1393 fixedly connected to the shift rotation shaft 1391, the actuator gear 1381 meshes with the first shift gear 1392, and the speed change gear 1377 meshes with the second shift gear 1393. Specifically, the driving force of the actuator gear 1381 is transmitted to the speed change gear 1377 through the first shift gear 1392 and the second shift gear 1393, and the speed change gear 1377 then transmits the driving force to the speed change hub 1371 through the shift speed shaft 1376, so as to control the rotation of the speed change hub 1371. Through the above arrangement, the transmission efficiency of the actuator gear 1381, the first shift gear 1392, the second shift gear 1393 and the speed gear 1377 is relatively high, which is beneficial to improving the working efficiency of the speed change assembly 137, the shift actuator 138 and the shift gear assembly 139. It should be noted that the size of the first shift gear 1392 is larger than the size of the actuator gear 1381, the size of the first shift gear 1392 is also larger than the size of the second shift gear 1393, and the size of the second shift gear 1393 is less than or equal to the size of the speed gear 1377. Specifically, since the rotation speed of the actuator gear 1381 is relatively fast, the present application increases the transmission ratio between the first shift gear 1392 and the actuator gear 1381 so that the rotation speed of the actuator gear 1381 is less than the rotation speed of the actuator gear 1381. Similarly, the first shift gear 1392 and the second shift gear 1393 are fixedly connected on the same shaft, and the number of teeth of the first shift gear 1392 is much larger than the number of teeth of the second shift gear 1393, thereby reducing the rotation speed of the second shift gear 1393, so that the rotation speed of the speed gear 1377 is much smaller than the rotation speed of the actuator gear 1381, thereby enabling the shift actuator 138 to accurately control the rotation angle of the speed change assembly 137, thereby improving the working accuracy of the speed change mechanism 13.

[0059] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. A powertrain, comprising: A housing, the housing comprising a crankcase and a gearbox connected to the crankcase; A crank-connecting rod mechanism, wherein the crank-connecting rod mechanism comprises a crankshaft, and the crankshaft is located in the crankcase; A speed change mechanism, wherein the speed change mechanism is at least partially located in the gearbox and is drivingly connected to the crankshaft; It is characterized in that The gearbox includes a gear gearbox, which is located on one side of the crankcase along the length direction of the powertrain. The speed change mechanism includes a reverse gear assembly located in the gear gearbox, the reverse gear assembly includes a reverse gear support shaft and a reverse gear transition gear, the reverse gear transition gear is sleeved on the reverse gear support shaft, the gear gearbox also includes a first support portion and a second support portion, one end of the reverse gear support shaft is connected to the first support portion, and the other end of the reverse gear support shaft is connected to the second support portion.

2. The powertrain according to claim 1, characterized in that: The gear transmission includes a first gear case body and a second gear case body, the first gear case body and the second gear case body are detachably connected, the first support portion is opened in the first gear case body, the second support portion is opened in the second gear case body, the reverse gear transition gear is located in the second gear case body, and the reverse gear transition gear is arranged close to the second support portion.

3. The powertrain according to claim 2, characterized in that: The speed change mechanism also includes a main shaft assembly and a counter shaft assembly located in the gear transmission, the counter shaft assembly also includes a reverse counter shaft gear, the main shaft assembly also includes a reverse main shaft gear, and the reverse main shaft gear is connected to the counter shaft reverse transition gear through the reverse transition gear.

4. The powertrain according to claim 3, characterized in that: The speed change mechanism further includes a shift assembly and a speed change assembly, wherein the speed change assembly controls the transmission ratio between the main shaft assembly and the secondary shaft assembly through the shift assembly, and the speed change assembly and the shift assembly are at least partially arranged in front of the secondary shaft assembly.

5. The powertrain according to claim 4, characterized in that: The speed shift assembly includes a speed shift hub, a first speed shift bearing and a second speed shift bearing, the first speed shift bearing and the second speed shift bearing are respectively sleeved on both ends of the speed shift hub, the first speed shift bearing and the second speed shift bearing are both rotatably connected to the speed shift hub, a first speed shift clamping portion is provided in the first gear case body, a second speed shift clamping portion is provided in the second gear case body, the first speed shift bearing is clamped in the first speed shift clamping portion, and the second speed shift bearing is clamped in the second speed shift clamping portion.

6. The powertrain according to claim 5, characterized in that: The shift assembly includes a shift shaft, a shift fork, a shift elastic member and a shift slider. At least two shift forks are provided. The shift fork and the shift slider are both slidably connected to the shift shaft. The shift elastic member is sleeved on the shift shaft. The shift elastic member and the shift slider are both arranged between two adjacent shift forks. The speed shift assembly also includes a fork groove and a slider groove provided on the speed shift hub. The shift fork is at least partially engaged in the fork groove, and the shift slider is at least partially engaged in the slider groove.

7. The powertrain according to claim 6, characterized in that: When the shift fork is provided with two, the shift fork groove comprises a first groove body and a second groove body, the first groove body, the second groove body and the slider groove all basically extend along the circumference of the shift hub, and the lengths of the first groove body, the second groove body and the slider groove in the circumferential direction of the shift hub are basically the same.

8. The powertrain according to claim 7, characterized in that: The slider groove is located between the first groove body and the second groove body along the axial direction of the speed change hub.

9. The powertrain according to claim 5, characterized in that: The speed shifting mechanism also includes a shift actuator and a shift gear assembly, wherein the shift gear assembly is at least partially located in the gear transmission case, and the shift gear assembly is transmission-connected to the speed shift assembly. The shift actuator is basically located on the outside of the transmission case, and the shift actuator is transmission-connected to the speed shift assembly via the shift gear assembly.

10. The powertrain according to claim 9, characterized in that: The speed shift assembly also includes a shift shaft and a speed gear connected to the shift hub, the speed gear is fixedly connected to the shift shaft, the shift actuator includes an actuator gear, the shift gear assembly includes a shift rotating shaft, a first shift gear and a second shift gear, the first shift gear and the second shift gear are both fixedly connected to the shift rotating shaft, the actuator gear is meshed with the first shift gear, and the speed gear is meshed with the second shift gear.

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