Power assembly
By optimizing the design of the timing system, the problem of the timing system occupying a large space in the existing powertrain is solved, and the compactness of the shell space and the improvement of space utilization are achieved.
Patent Information
- Application Number
- CN202422193668.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-07
- Publication Date
- 2025-06-20
- Estimated Expiration
- 2034-09-07
AI Technical Summary
In the existing powertrains, the timing driving gear, timing driven sprocket and timing double sprocket occupy a large size, resulting in a not compact housing space.
By optimizing the design of the timing system, including connecting the timing driving gear to the crankshaft, the timing driven sprocket to the camshaft, and driving connection through the timing double sprocket, ensuring that the gear ratio of the timing large gear to the timing pinion is less than or equal to 1, reducing the length of the timing chain and the size of each gear.
The size of the timing driving gear, timing driven sprocket and timing double sprocket is achieved, thereby avoiding occupying a larger housing space, making the housing space more compact and improving the space utilization of the powertrain.
Smart Images
Figure CN223004073U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of power devices, and particularly to a power assembly. Background Art
[0002] Currently, the power assembly includes a housing, a crank connecting rod mechanism, and a timing system. Among them, the crank connecting rod mechanism includes a crankshaft, and the timing system includes a timing drive gear, a timing driven sprocket, and a timing double sprocket. The timing drive gear is fixedly connected to the crankshaft, and the timing driven sprocket is drivingly connected to the timing drive gear through the timing double sprocket to achieve the transmission of the kinetic energy of the crankshaft.
[0003] In the prior art, due to the unreasonable size distribution occupied by the timing drive gear, the timing driven sprocket, and the timing double sprocket, the timing drive gear, the timing driven sprocket, and the timing double sprocket occupy a large space in the housing, thereby resulting in an uncompact space in the housing. 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 its housing.
[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, and a timing system. The housing includes a cylinder head and a crankcase; the crank connecting rod mechanism includes a crankshaft, the crankshaft is located in the crankcase, and the crankshaft is rotatably connected to the crankcase; the timing system includes a camshaft, the camshaft is located in the cylinder head, and the camshaft is drivingly connected to the crankshaft; the timing system includes a timing drive gear, a timing driven sprocket, and a timing double sprocket. Among them, the timing drive gear is connected to the crankshaft, the timing driven sprocket is connected to the camshaft, and the timing drive gear and the timing driven sprocket are drivingly connected through the timing double sprocket; the timing double sprocket includes a timing large gear and a timing small gear fixedly connected to the timing large gear, the timing drive gear is drivingly connected to the timing large gear, and the timing driven sprocket is drivingly connected to the timing small gear; the ratio of the number of teeth of the timing large gear to the number of teeth of the timing drive gear is less than or equal to 1.
[0007] Further, the ratio of the number of teeth of the timing driven sprocket to the number of teeth of the timing drive gear is less than or equal to 1.
[0008] Further, the ratio of the number of teeth of the timing large gear to the number of teeth of the timing small gear is greater than or equal to 2.
[0009] Further, the module of the timing large gear is equal to the module of the timing drive gear, and the pitch diameter of the timing large gear is less than the pitch diameter of the timing drive gear.
[0010] Further, the timing system further includes a timing chain. The timing pinion and the timing driven sprocket are drivingly connected through the timing chain. The module of the timing pinion is equal to the module of the timing driven sprocket, and the pitch diameter of the timing driven sprocket is less than or equal to the pitch diameter of the timing driving gear.
[0011] Further, the crankcase includes an upper case body and a bearing cover plate. At least part of the upper case body is recessed inward to form a transfer space. The timing double sprocket is located in the transfer space, and the bearing cover plate covers the opening of the transfer space.
[0012] Further, the timing system further includes a transfer shaft located in the transfer space. The timing double sprocket is sleeved on the transfer shaft. A first transfer hole is formed in the upper case body, and a second transfer hole is formed in the bearing cover plate. One end of the transfer shaft is clamped in the first transfer hole, and the other end of the transfer shaft is clamped in the second transfer hole.
[0013] Further, at least part of the bearing cover plate extends along the width direction of the powertrain and forms a rotating shaft boss seat. The second transfer hole is formed in the rotating shaft boss seat. The bearing cover plate further includes a plurality of reinforcing ribs and a cover plate fixing portion. The plurality of reinforcing ribs are arranged around the rotating shaft boss seat, and the rotating shaft boss seat and the cover plate fixing portion are connected through the reinforcing ribs.
[0014] Further, the bearing cover plate includes a cover plate body and a plurality of cover plate fixing portions. The plurality of cover plate fixing portions surround the cover plate body and are fixedly connected to the cover plate body. The upper case body includes a case body fixing portion surrounding the transfer space and corresponding to the cover plate fixing portion. The cover plate body covers the opening of the transfer space, and the cover plate fixing portion is connected to the case body fixing portion.
[0015] Further, the powertrain further includes a sealing mechanism. The sealing mechanism is connected to the housing. The sealing mechanism includes a bearing seal ring. The bearing seal ring surrounds the opening of the transfer space and is located between the bearing cover plate and the upper case body. The bearing seal ring includes at least two sealing limiting portions. At least part of the upper case body extends along the width direction of the powertrain to form a case body limiting portion, and the sealing limiting portion is clamped with the case body limiting portion.
[0016] The above powertrain can connect the timing driving gear and the timing driven sprocket through the timing double sprocket to reduce the length of the timing chain, and at the same time can also reduce the sizes of the timing driving gear, the timing driven sprocket and the timing double sprocket, so as to prevent the timing driving gear, the timing driven sprocket, the timing double sprocket or the timing chain from occupying a large housing space, thereby making the housing space compact. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 is a schematic three-dimensional structure diagram of the powertrain provided by the embodiment of the present application.
[0018] Figure 2This is a partial explosion diagram of the powertrain provided by the embodiments of the present application.
[0019] Figure 3 This is a partial schematic diagram of the timing system of the powertrain provided by the embodiments of the present application.
[0020] Figure 4 This is a partial explosion diagram of the crankcase and the timing system of the powertrain provided by the embodiments of the present application.
[0021] Figure 5 This is a connection schematic diagram of the transmission and the bearing cover plate of the powertrain provided by the embodiments of the present application. Detailed implementation manners
[0022] 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.
[0023] Such 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 timing system 14, a starting mechanism 15, and a lubrication mechanism 16. The housing 11 constitutes the basic framework of the powertrain 100. An accommodation space 101 is formed inside the housing 11, and the accommodation space 101 is used to accommodate and protect the internal components of the powertrain 100. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, an oil pan 115, and a gearbox 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 gearbox 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 gearbox 116. At least part of the crank connecting rod mechanism 12 is arranged in the crankcase 114. The crank connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod assembly 122 connected to the crankshaft 121. The crankshaft 121 is located inside the crankcase 114 and is rotatably connected to the crankcase 114. At least part of the connecting rod assembly 122 is located inside the crankcase 114 and at least part of it is located in the cylinder block 113. The transmission mechanism 13 is located inside the gearbox 116, and the transmission mechanism 13 is drivingly connected to the crankshaft 121. At least part of the timing system 14 is arranged in the accommodation space 101. The timing system 14 includes a camshaft 141, and the camshaft 141 is located inside the cylinder head 112 and is drivingly connected to the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is drivingly connected to the crankshaft 121. At least part of the lubrication mechanism 16 is located inside 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 realize lubricating the internal components of the housing 11. When the powertrain 100 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 100. After the combustible mixture burns, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the powertrain 100 is composed of the bottom of the cylinder head 112 and the top of the cylinder block 113. The crankshaft 121 is connected to the connecting rod assembly 122, and the movement of the connecting rod assembly 122 can drive the crankshaft 121 to move, so that the crank connecting rod mechanism 12 can output power. To clearly illustrate the technical solution of this application, the following is also defined as Figure 1Front, rear, left, right, top and bottom as shown. It can be understood that in the embodiments of the present 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.
[0024] As Figure 3 shown, as an implementation manner, the timing system 14 further includes a timing drive gear 142, a timing driven sprocket 143 and a timing double sprocket 144. Among them, the timing drive gear 142 is connected to the crankshaft 121, the timing driven sprocket 143 is connected to the camshaft 141, and the timing drive gear 142 and the timing driven sprocket 143 are drivingly connected through the timing double sprocket 144. Specifically, the function of the timing system 14 is to connect the power transmission between the crankshaft 121 and the camshaft 141, transmit the power of the crankshaft 121 to the camshaft 141 and accurately control the transmission speed ratio to 2:1 to control the intake process and the exhaust process. Among them, the timing double sprocket 144 includes a timing large gear 1441 and a timing small gear 1442 fixedly connected to the timing large gear 1441. The timing drive gear 142 is drivingly connected to the timing large gear 1441, and the timing driven sprocket 143 is drivingly connected to the timing small gear 1442. More specifically, the timing system 14 further includes a timing chain 145, and the timing driven sprocket 143 and the timing small gear 1442 are drivingly connected through the timing chain 145. Through the above settings, the timing drive gear 142 and the timing driven sprocket 143 are connected through the timing double sprocket 144 to reduce the length of the timing chain 145, and at the same time, the sizes of the timing drive gear 142, the timing driven sprocket 143 and the timing double sprocket 144 can also be reduced to avoid the timing drive gear 142, the timing driven sprocket 143, the timing double sprocket 144 or the timing chain 145 occupying a large space of the housing 11, so that the space of the housing is compact, which is beneficial to improving the space utilization rate of the powertrain 100.
[0025] In this embodiment, the ratio of the number of teeth of the timing large gear 1441 to the number of teeth of the timing driving gear 142 is less than or equal to 1. Specifically, when the number of teeth of the timing large gear 1441 is equal to the number of teeth of the timing driving gear 142, the number of teeth of the timing small gear 1442 can be half of that of the timing driving gear 142; when the number of teeth of the timing large gear 1441 is less than the number of teeth of the timing driving gear 142, the number of teeth of the timing small gear 1442 can be less than half of that of the timing driving gear 142, wherein the number of teeth of the timing driving gear 142 is equal to the number of teeth of the timing driven sprocket 143. Through the above settings, when the pitch of the timing driving gear 142 is exactly the same as that of the timing driven sprocket 143, the transmission speed ratio can be accurately controlled to be 2:1 by changing the number of teeth of the timing large gear 1441 and the timing small gear 1442, so that the sizes of the timing driving gear 142, the timing driven sprocket 143 and the timing double sprocket 144 can be reduced, thereby improving the space utilization rate of the housing 11.
[0026] As an implementation, the ratio of the number of teeth of the timing driven sprocket 143 to the number of teeth of the timing driving gear 142 is less than or equal to 1. Specifically, the ratio of the number of teeth of the timing large gear 1441 to the number of teeth of the timing small gear 1442 is greater than or equal to 2. More specifically, when the number of teeth of the timing driven sprocket 143 is less than the number of teeth of the timing driving gear 142, the ratio of the number of teeth of the timing large gear 1441 to the number of teeth of the timing small gear 1442 is greater than 2; when the number of teeth of the timing driven sprocket 143 is equal to the number of teeth of the timing driving gear 142, the ratio of the number of teeth of the timing large gear 1441 to the number of teeth of the timing small gear 1442 is equal to 2. Through the above settings, the sizes of both the timing driven sprocket 143 and the timing large gear 1441 can be smaller than that of the timing driving gear 142, thus preventing the timing driven sprocket 143 and the timing large gear 1441 from occupying too much space, and further facilitating the improvement of the space utilization rate of the power assembly 100.
[0027] In this embodiment, the module of the timing large gear 1441 is equal to the module of the timing driving gear 142, the pitch diameter D1 of the timing large gear 1441 is smaller than the pitch diameter D2 of the timing driving gear 142, and the module of the timing small gear 1442 is equal to the module of the timing driven sprocket 143. Specifically, when the modules are the same, the smaller the pitch diameter D2 of the timing driving gear 142, the smaller the space occupied by the timing driving gear 142. Since the pitch diameter D1 of the timing large gear 1441 is smaller than the pitch diameter D2 of the timing driving gear 142, the pitch diameter D3 of the timing small gear 1442 is also much smaller than the pitch diameter D1 of the timing large gear 1441, and the pitch diameter D4 of the timing driven sprocket 143 is less than or equal to the pitch diameter D2 of the timing driving gear 142. Through the above settings, the sizes of the timing driving gear 142, the timing driven sprocket 143, and the timing double sprocket 144 can be reduced, so as to prevent the timing driving gear 142, the timing driven sprocket 143, the timing double sprocket 144, or the timing chain 145 from occupying a large space in the housing 11, which is conducive to improving the space utilization rate of the power assembly 100.
[0028] Exemplarily, when the number of teeth of the timing driving gear 142 and the number of teeth of the timing driven sprocket 143 are both 38, the number of teeth of the timing small gear 1442 can be 17, and the number of teeth of the timing large gear 1441 can be 34, that is, the ratio of the number of teeth of the timing small gear 1442 to the number of teeth of the timing large gear 1441 is 1:2.
[0029] As Figure 4 shown, as an implementation manner, the crankcase 114 includes an upper box body 1141 and a bearing cover plate 1142. The upper box body 1141 is at least partially recessed inward to form a transfer space 102. The timing double sprocket 144 is located in the transfer space 102, and the bearing cover plate 1142 covers the opening of the transfer space 102. Specifically, both the timing large gear 1441 and the timing small gear 1442 are located in the transfer space 102. Along the height direction of the power assembly 100, at least a part of the lower part of the timing chain 145 is located in the transfer space 102 and is in transmission connection with the timing small gear 1442. Through the above settings, the timing chain 145 is connected to the timing driving gear 142 through the timing double sprocket 144, so that the timing driving gear 142 is basically arranged in the middle of the crankshaft 121, thereby preventing the timing driving gear 142 from being arranged at the end of the crankshaft 121 and increasing the length of the crankshaft 121, and preventing the width of the crankcase 114 from increasing, which is conducive to reducing the width of the power assembly 100.
[0030] As an implementation, the timing system 14 further includes a transfer shaft 146 located in the transfer space 102. The timing double sprocket 144 is sleeved on the transfer shaft 146. Specifically, the transfer shaft 146 is used to carry the timing double sprocket 144, so that the timing double sprocket 144 rotates circumferentially around the transfer shaft 146, which is beneficial to improving the working efficiency of the timing double sprocket 144.
[0031] As Figure 4 and Figure 5 As shown, in this embodiment, a first transfer hole 1141a is formed in the upper box body 1141, and a second transfer hole 1142a is formed in the bearing cover plate 1142. One end of the transfer shaft 146 is clamped in the first transfer hole 1141a, and the other end of the transfer shaft 146 is clamped in the second transfer hole 1142a. Specifically, when both ends of the transfer shaft 146 are respectively clamped in the first transfer hole 1141a and the second transfer hole 1142a, the bearing cover plate 1142 and the upper box body 1141 can limit the movement of the transfer shaft 146, so that the transfer shaft 146, the bearing cover plate 1142 and the upper box body 1141 remain relatively fixed to realize the limit of the timing double sprocket 144, thereby improving the working stability of the timing double sprocket 144.
[0032] As an implementation, the bearing cover plate 1142 includes a cover plate body 1142b and a plurality of cover plate fixing parts 1142c. The plurality of cover plate fixing parts 1142c surround the cover plate body 1142b and are fixedly connected to the cover plate body 1142b. The upper box body 1141 includes a box body fixing part 1141b surrounding the transfer space 102 and corresponding to the cover plate fixing part 1142c. The cover plate body 1142b covers the opening of the transfer space 102, and the cover plate fixing part 1142c is connected to the box body fixing part 1141b. Specifically, since the covering area of the cover plate body 1142b is relatively large, in this application, the plurality of cover plate fixing parts 1142c and the plurality of box body fixing parts 1141b are used for connection, so that the cover plate body 1142b stably covers the opening of the transfer space 102. Through the above settings, the connection strength between the bearing cover plate 1142 and the upper box body 1141 can be improved, which is beneficial to improving the structural stability of the crankcase 114.
[0033] In this embodiment, the cover body 1142b extends at least partially towards the crankcase 114 to form a cover engaging portion 1142d, and the cover engaging portion 1142d is engaged with the opening of the transfer space 102. Specifically, when observed in the width direction of the powertrain 100, the outer contour of the cover engaging portion 1142d is substantially the same as the inner contour of the opening of the transfer space 102, so that the cover engaging portion 1142d can fit with the opening of the transfer space 102. Through the above arrangement, the opening of the transfer space 102 can limit the movement of the cover engaging portion 1142d, thereby improving the connection strength between the cover engaging portion 1142d and the upper housing 1141, and further improving the structural stability of the crankcase 114.
[0034] As an implementation manner, the bearing cover 1142 extends at least partially in the width direction of the powertrain 100 and forms a rotating shaft boss seat 1142e. The second transfer hole 1142a is opened on the rotating shaft boss seat 1142e. The bearing cover 1142 further includes a plurality of reinforcing ribs 1142f, and the plurality of reinforcing ribs 1142f are arranged around the rotating shaft boss seat 1142e. The rotating shaft boss seat 1142e is connected to the cover fixing portion 1142c through the reinforcing ribs 1142f. Specifically, since the thickness of the bearing cover 1142 in the width direction of the powertrain 100 is relatively thin, and the bearing cover 1142 needs to provide stable support for the transfer shaft 146, in this embodiment, the structural strength of the cover body 1142b is increased through the rotating shaft boss seat 1142e and the reinforcing ribs 1142f, which is beneficial to improving the working stability of the transfer shaft 146 and the service life of the cover body 1142b. At the same time, the reinforcing ribs 1142f are also connected to the cover fixing portion 1142c, so that the connection strength between the cover fixing portion 1142c and the cover body 1142b is higher, which is beneficial to improving the structural strength of the bearing cover 1142.
[0035] As an implementation manner, the powertrain 100 further includes a sealing mechanism 17, and the sealing mechanism 17 is connected to the housing 11. The sealing mechanism 17 includes a bearing sealing ring 171, and the bearing sealing ring 171 surrounds the opening of the transfer space 102 and is located between the bearing cover 1142 and the upper housing 1141. Specifically, since there is a gap between the contact surfaces of the bearing cover 1142 and the upper housing 1141, the gap is sealed by the bearing sealing ring 171, which is beneficial to improving the sealing performance between the bearing cover 1142 and the upper housing 1141 to prevent the leakage of engine oil, and further improving the cleanliness of the powertrain 100.
[0036] In this embodiment, the bearing seal ring 171 includes at least two seal limiting portions 1711. The upper box body 1141 extends at least partially along the width direction of the power assembly 100 to form a box body limiting portion 1141c, and the seal limiting portion 1711 is snap-connected to the box body limiting portion 1141c. Specifically, since the bearing seal ring 171 will deform during the installation process, the seal limiting portion 1711 is first connected to the box body limiting portion 1141c so that the bearing seal ring 171 and the upper box body 1141 remain relatively stationary, thereby preventing the bearing seal ring 171 from deforming. Through the above arrangement, the assembly difficulty of the bearing seal ring 171 can be reduced, thereby improving the assembly efficiency of the power assembly 100. At the same time, the bearing seal ring 171 is stably connected to the upper box body 1141 to prevent the bearing seal ring 171 from deforming or being displaced, thereby improving the sealing performance of the bearing seal ring 171.
[0037] It should be understood that for those of ordinary skill in the art, modifications or variations can be made according to the above description, and all such modifications and variations should fall within the protection scope of the appended claims of this application.
Claims
1. A powertrain, comprising: a housing, the housing comprising a cylinder head and a crankcase; A crank-connecting rod mechanism, wherein the crank-connecting rod mechanism comprises a crankshaft, the crankshaft is located in the crankcase, and the crankshaft is rotatably connected to the crankcase; A timing system, the timing system comprising a camshaft, the camshaft being located in the cylinder head and drivingly connected to the crankshaft; It is characterized in that The timing system comprises a timing driving gear, a timing driven sprocket and a timing double sprocket, wherein the timing driving gear is connected to the crankshaft, the timing driven sprocket is connected to the camshaft, and the timing driving gear and the timing driven sprocket are drivingly connected via the timing double sprocket; The timing double sprocket includes a timing large gear and a timing small gear fixedly connected to the timing large gear, the timing driving gear is transmission-connected to the timing large gear, and the timing driven sprocket is transmission-connected to the timing small gear; the ratio of the number of teeth of the timing large gear to the number of teeth of the timing driving gear is less than or equal to 1.
2. The powertrain according to claim 1, characterized in that: The ratio of the number of teeth of the timing driven sprocket to the number of teeth of the timing driving gear is less than or equal to 1.
3. The powertrain according to claim 2, characterized in that: The ratio of the number of teeth of the timing gear to the number of teeth of the timing pinion is greater than or equal to 2.
4. The powertrain according to claim 1, characterized in that: The module of the timing gear is equal to the module of the timing driving gear, and the tooth top circle diameter of the timing gear is smaller than the tooth top circle diameter of the timing driving gear.
5. The powertrain according to claim 1, characterized in that: The timing system also includes a timing chain, the timing pinion is connected to the timing driven sprocket through the timing chain transmission, the module of the timing pinion is equal to the module of the timing driven sprocket, and the tooth top circle diameter of the timing driven sprocket is less than or equal to the tooth top circle diameter of the timing driving gear.
6. The powertrain according to claim 5, characterized in that: The crankcase includes an upper case body and a bearing cover plate. The upper case body is at least partially recessed inward to form a transfer space. The timing double sprocket is located in the transfer space. The bearing cover plate covers the opening of the transfer space.
7. The powertrain according to claim 6, characterized in that: The timing system also includes an adapter shaft located in the adapter space, the timing double sprocket is sleeved on the adapter shaft, a first adapter hole is opened on the upper housing, a second adapter hole is opened on the bearing cover plate, one end of the adapter shaft is clamped in the first adapter hole, and the other end of the adapter shaft is clamped in the second adapter hole.
8. The powertrain according to claim 7, characterized in that: The bearing cover plate at least partially extends along the width direction of the powertrain and is formed with a rotating shaft boss seat. The second adapter hole is opened on the rotating shaft boss seat. The bearing cover plate also includes a plurality of reinforcing ribs and a cover plate fixing portion. The plurality of reinforcing ribs are arranged around the rotating shaft boss seat. The rotating shaft boss seat and the cover plate fixing portion are connected via the reinforcing ribs.
9. The powertrain according to claim 6, characterized in that: The bearing cover plate includes a cover plate body and a plurality of cover plate fixing parts, wherein the plurality of cover plate fixing parts surround the cover plate body and are fixedly connected to the cover plate body, the upper box body includes a box body fixing part surrounding the transition space and corresponding to the cover plate fixing part, the cover plate body covers the opening of the transition space, and the cover plate fixing part is connected to the box body fixing part.
10. The powertrain according to claim 6, characterized in that: The powertrain also includes a sealing mechanism, which is connected to the housing, and includes a bearing sealing ring, which surrounds the opening of the transfer space and is located between the bearing cover plate and the upper case; the bearing sealing ring includes at least two sealing limit portions, and the upper case at least partially extends along the width direction of the powertrain to form a case limit portion, and the sealing limit portion is clamped with the case limit portion.