Power assembly

Abstract

The utility model discloses a power assembly which comprises a shell, a crank connecting rod mechanism, a speed change mechanism and a lubricating mechanism. The shell comprises a crankcase and a gearbox connected with the crankcase. The crank connecting rod mechanism comprises a crankshaft, and the crankshaft is located in the crankcase and rotationally connected with the crankcase. The speed change mechanism is positioned in the gearbox and is in transmission connection with the crankshaft; the lubricating mechanism is at least partially located in the crankcase; in the width direction of the power assembly, the gearbox is located on one side of the crankcase, the crankcase comprises a first bearing bush seat and a second bearing bush seat which are used for bearing the crankshaft, and the first bearing bush seat and the second bearing bush seat are arranged close to the gearbox and located at the end, connected with the speed change mechanism, of the crankshaft. And the first bearing bush seat and the second bearing bush seat are used for bearing acting force between the crankshaft and the speed change mechanism. Through the arrangement, the structural stability of the crankcase 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 power assembly includes a housing, a crank-connecting rod mechanism and a speed change mechanism. The housing is used to carry the crank-connecting rod mechanism and the speed change mechanism, and the crank-connecting rod mechanism is transmission-connected to the speed change mechanism.

[0003] In the related art, the crank-connecting rod mechanism includes a crankshaft, the housing includes a crankcase and a gearbox connected to the crankcase, the crankshaft is located in the crankcase, the speed change mechanism is located in the gearbox, and the speed change mechanism is connected to the crankcase through the crankshaft. Due to the high mass of the speed change mechanism, the crankcase is easily deformed by the load of the speed change mechanism, which leads to low structural stability of 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 whose crankcase has high structural stability.

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

[0006] A power assembly includes a housing, a crank-connecting rod mechanism, a speed change mechanism, a lubrication mechanism, and a valve mechanism. 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 and rotatably connected to the crankcase; the speed change mechanism is located in the gearbox and is transmission-connected to the crankshaft; the lubrication mechanism is at least partially located in the crankcase; along the width direction of the power assembly, the gearbox is located on one side of the crankcase, the crankcase includes a first bearing seat and a second bearing seat for supporting the crankshaft, the first bearing seat and the second bearing seat are both arranged close to the gearbox, the first bearing seat and the second bearing seat are both located at one end of the crankshaft connected to the speed change mechanism, and the first bearing seat and the second bearing seat are used to bear the action force between the crankshaft and the speed change mechanism; the crank-connecting rod mechanism includes a valve gear fixedly connected to the crankshaft, and the valve gear is located between the first bearing seat and the second bearing seat.

[0007] Furthermore, along the width direction of the powertrain, the minimum distance between the first bearing seat and the second bearing seat ranges from 6.5 mm to 12.5 mm.

[0008] Furthermore, along the width direction of the powertrain, the distance between the first bearing seat and the second bearing seat ranges from 8 mm to 11 mm.

[0009] Further, the lubrication mechanism includes a main oil passage located in the crankcase. The main oil passage includes a first oil delivery hole and a second oil delivery hole. The first oil delivery hole communicates with the first bearing cap, one end of the second oil delivery hole communicates with the first oil delivery hole, and the other end of the second oil delivery hole communicates with the second bearing cap.

[0010] Further, the crankcase includes an upper case and a lower case. The upper case is connected to the lower case. The second oil delivery hole is basically located between the upper case and the lower case, and the second oil delivery hole is opened in the upper case and / or the lower case along the width direction of the powertrain.

[0011] Further, the crank connecting rod mechanism further includes balance shafts located on both sides of the crankshaft. The main oil passage further includes balance oil holes. The balance oil holes communicate with the first oil delivery hole, and one end of the second oil delivery hole away from the second bearing cap communicates with the balance oil holes.

[0012] Further, at least part of the valve train is located in the crankcase and is drivingly connected to the crankshaft; the valve train further includes a timing chain and a transfer gear drivingly connected to the timing chain. Along the width direction of the powertrain, at least part of the side of the upper case close to the transmission is recessed inward to form a transfer space. The transfer space is located above the first bearing cap and the second bearing cap, and the transfer gear is located in the transfer space and is drivingly connected to the valve gear.

[0013] Further, the transfer gear includes a transfer large gear and a transfer small gear. The transfer large gear is fixedly connected to the transfer small gear. The transfer large gear is drivingly connected to the valve gear, and at least part of the timing chain is located in the transfer space and is drivingly connected to the transfer small gear.

[0014] Further, the valve train further includes a transfer shaft located in the transfer space. The transfer gear is sleeved on the transfer shaft. The crankcase further includes a bearing cover plate. The bearing cover plate is located between the upper case and the transmission and is connected to the upper case. The bearing cover plate covers the opening of the transfer space.

[0015] Further, a first transfer hole is opened on the upper case, a second transfer hole is opened on 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.

[0016] The above-mentioned powertrain can reduce the distance between the first bearing cap and the second bearing cap, so that the first bearing cap and the second bearing cap support each other, thereby enhancing the structural strength of the first bearing cap and the second bearing cap, so that the first bearing cap and the second bearing cap can stably support the crankshaft and the transmission mechanism, and further contribute to improving the structural stability of the crankcase. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[0019] Figure 3 This is an exploded view of the structure of the transmission mechanism, continuously variable transmission (CVT), crankcase, and crankshaft of the powertrain provided by the embodiments of the present application.

[0020] Figure 4 This is a top view of the crankcase of the powertrain provided by the embodiments of the present application.

[0021] Figure 5 This is a partial cross-sectional view of the crankcase of the powertrain provided by the embodiments of the present application.

[0022] Figure 6 This is a partial exploded view of the crankcase, sealing mechanism, and valve train of the powertrain provided by the embodiments of the present application.

[0023] Figure 7 This is a schematic connection diagram of the continuously variable transmission and bearing cover plate of the powertrain provided by the embodiments of the present application.

[0024] Figure 8 This is an exploded view of the structure of the continuously variable transmission of the powertrain provided by the embodiments of the present application.

[0025] Figure 9 This is an exploded view of the structure of the continuously variable transmission and transmission mechanism of the powertrain provided by the embodiments of the present application.

[0026] Figure 10 This is an exploded view of the structure of the cylinder head, water jacket gasket, cylinder block, and crankcase of the powertrain provided by the embodiments of the present application.

[0027] Figure 11 This is a schematic diagram of the structure of the cylinder head of the powertrain provided by the embodiments of the present application.

[0028] Figure 12 This is a schematic diagram of the structure of the all-terrain vehicle provided by the embodiments of the present application. Detailed implementation manners

[0029] In order to enable those skilled in the art to better understand the solutions of the present application, the technical solutions in the specific embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application.

[0030] 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 constitutes the basic framework of the powertrain 100. An accommodation space 101 is formed inside the housing 11, and the accommodation space 101 is used to accommodate and protect the internal components of the powertrain 100. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, an oil pan 115 and a transmission 116. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114 and the oil pan 115 are connected in sequence, and the transmission 116 is connected to the crankcase 114. The accommodation space 101 is basically formed by the mutual connection of the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, the oil pan 115 and the transmission 116. 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 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 the transmission mechanism 13 is drivingly connected to the crankshaft 121. The valve train 14 is at least partially disposed in the accommodation space 101, and the valve train 14 is drivingly connected to the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is drivingly connected to the crankshaft 121. When the powertrain 100 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 100. After the combustible mixture burns, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the powertrain 100 is constituted 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.

[0031] As shown Figure 3 in the figure, as an implementation manner, along the width direction of the powertrain 100, the transmission 116 is located on the left or right side of the crankcase 114. The crankcase 114 includes a first bearing seat 1147 and a second bearing seat 1148 for carrying the crankshaft 121. Both the first bearing seat 1147 and the second bearing seat 1148 are arranged close to the transmission 116, and both the first bearing seat 1147 and the second bearing seat 1148 are located at one end where the crankshaft 121 is connected to the transmission mechanism 13. The first bearing seat 1147 and the second bearing seat 1148 are used to bear the acting force between the crankshaft 121 and the transmission mechanism 13. Specifically, one end of the crankshaft 121 passes through the transmission 116 and is connected to the transmission mechanism 13, so that the crankshaft 121 can bear the transmission mechanism 13 and drive the transmission mechanism 13 to rotate. Through the above arrangement, since the mass of the transmission mechanism 13 is relatively large, the present application improves the crankcase 114, that is, reduces the distance between the first bearing seat 1147 and the second bearing seat 1148, so that the first bearing seat 1147 and the second bearing seat 1148 support each other, thereby enhancing the structural strength of the first bearing seat 1147 and the second bearing seat 1148, so that the first bearing seat 1147 and the second bearing seat 1148 can stably support the crankshaft 121 and the transmission mechanism 13, which is beneficial to improving the structural stability of the crankcase 114. In addition, the first bearing seat 1147 and the second bearing seat 1148 can prevent the crankcase 114 and / or the crankshaft 121 from deforming, which is beneficial to improving the service life of the crankcase 114 and / or the crankshaft 121.

[0032] As shown Figure 3 in Figure 4 Figures [X] and [Y], in this embodiment, the crank connecting rod mechanism 12 includes a valve timing gear 124 fixedly connected to the crankshaft 121. The valve timing gear 124 is located between the first bearing seat 1147 and the second bearing seat 1148. Specifically, a gear space 109 is formed between the first bearing seat 1147 and the second bearing seat 1148. Therefore, in the present application, the valve timing gear 124 is arranged in the gear space 109, so that the first bearing seat 1147 and the second bearing seat 1148 can support the valve timing gear 124. Through the above arrangement, the connection stability between the valve timing gear 124 and the crankshaft 121 can be improved, and at the same time, the structure among the valve timing gear 124, the first bearing seat 1147 and the second bearing seat 1148 is compact, which is beneficial to improving the structural compactness of the powertrain 100.

[0033] Exemplarily, along the width direction of the power assembly 100, the minimum distance D2 between the first bearing housing 1147 and the second bearing housing 1148 ranges from 6.5 mm to 12.5 mm. Further, along the width direction of the power assembly 100, the minimum distance D2 between the first bearing housing 1147 and the second bearing housing 1148 ranges from 8 mm to 11 mm. Still further, along the width direction of the power assembly 100, the minimum distance D2 between the first bearing housing 1147 and the second bearing housing 1148 is 9.5 mm. Through the above settings, it is possible to avoid a large gear space 109 caused by an excessive minimum distance D2 between the first bearing housing 1147 and the second bearing housing 1148, so as to prevent the volume of the crankcase 114 from being too large, thereby facilitating the improvement of the space utilization rate of the crankcase 114; and it is also possible to avoid interference between the valve timing gear 124 and the inner wall of the crankcase 114 caused by an excessively small minimum distance D2 between the first bearing housing 1147 and the second bearing housing 1148, so as to prevent the crankcase 114 from being worn, and further facilitate the improvement of the service life of the crankcase 114.

[0034] As an implementation manner, the main oil passage 162 includes a first oil delivery hole 1624 and a second oil delivery hole 1625. The first oil delivery hole 1624 communicates with the first bearing housing 1147. One end of the second oil delivery hole 1625 communicates with the first oil delivery hole 1624, and the other end of the second oil delivery hole 1625 communicates with the second bearing housing 1148. Specifically, due to the limited space of the crankcase 114, the second oil delivery hole 1625 is connected to the first oil delivery hole 1624 in this application, thereby reducing the diameter of the second oil delivery hole 1625 to avoid the second oil delivery hole 1625 occupying a large space, and further facilitating the space utilization rate of the crankcase 114.

[0035] In this embodiment, the crankcase 114 includes an upper housing 114a and a lower housing 114b. The upper housing 114a is connected to the lower housing 114b. The second oil delivery hole 1625 is basically located between the upper housing 114a and the lower housing 114b. The second oil delivery hole 1625 is opened in the upper housing 114a and / or the lower housing 114b along the width direction of the power assembly 100. Specifically, the second oil delivery hole 1625 is opened on the contact surface between the upper housing 114a and the lower housing 114b, thereby facilitating the machining of the second oil delivery hole 1625, so that the second bearing housing 1148 can obtain sufficient lubricating oil for lubrication, and further facilitating the improvement of the lubrication effect of the second bearing housing 1148.

[0036] In addition, the main oil passage 162 further includes a balance oil hole 1626. The balance oil hole 1626 communicates with the first oil delivery hole 1624, and one end of the second oil delivery hole 1625 facing away from the second bearing block 1148 communicates with the balance oil hole 1626. Through the above arrangement, the balance oil hole 1626, the first oil delivery hole 1624, and the second oil delivery hole 1625 are interconnected, making the structures of the balance oil hole 1626, the first oil delivery hole 1624, and the second oil delivery hole 1625 more compact, so as to avoid occupying a large space in the crankcase 114. At the same time, the paths of the balance oil hole 1626, the first oil delivery hole 1624, and the second oil delivery hole 1625 are shorter, which is conducive to the flow of engine oil and enables rapid lubrication of the internal parts of the crankcase 114, thereby facilitating the improvement of the lubrication effect of the powertrain 100.

[0037] As Figure 5 shown, it should be noted that an inclined oil return hole 1627 is also provided in the second bearing block 1148. One end of the inclined oil return hole 1627 communicates with the side of the second bearing block 1148 close to the transmission 116, and the other end of the inclined oil return hole 1627 communicates with the gear space 109. Specifically, during the rotation of the crankshaft 121 on the second bearing block 1148, engine oil will flow out through the contact surface between the crankshaft 121 and the second bearing block 1148. When the engine oil flows into the side of the second bearing block 1148 close to the transmission 116, the engine oil will remain on the side of the second bearing block 1148 close to the transmission 116. Therefore, in this application, an inclined oil return hole 1627 is provided in the second bearing block 1148 to enable the engine oil to flow back to the oil pan 115. Through the above arrangement, the utilization rate of the engine oil can be improved, and at the same time, the leakage of the engine oil from the connection between the crankcase 114 and the transmission 116 can be prevented, thereby further improving the cleanliness of the powertrain 100.

[0038] As Figure 6As shown, as an implementation, the valve train 14 further includes a timing chain 145 and a transfer gear 146 that is drivingly connected to the timing chain 145. Along the width direction of the powertrain 100, at least a part of the upper housing 114a near the transmission 116 is recessed inward to form a transfer space 201. The transfer space 201 is located above the crankshaft 121 and communicates with the interior of the crankcase 114. Specifically, the transfer space 201 is located above the first bearing block 1147 and the second bearing block 1148. The transfer space 201 communicates with the gear space 109. The transfer gear 146 is located in the transfer space 201 and is drivingly connected to the valve gear 124. More specifically, the transfer gear 146 includes a transfer large gear 1461 and a transfer small gear 1462. The transfer large gear 1461 is fixedly connected to the transfer small gear 1462. The transfer large gear 1461 is drivingly connected to the valve gear 124. At least a part of the timing chain 145 is located in the transfer space 201 and is drivingly connected to the transfer small gear 1462. Through the above arrangement, the timing chain 145 is connected to the valve gear 124 through the transfer gear 146, so that the valve gear 124 is basically arranged in the middle of the crankshaft 121, which is beneficial to reducing the width of the crankcase 114, and further beneficial to reducing the width of the powertrain 100.

[0039] In this embodiment, the valve train 14 further includes a transfer shaft 147 located in the transfer space 201. The transfer gear 146 is sleeved on the transfer shaft 147. Specifically, the transfer shaft 147 is used to support the transfer gear 146, so that the transfer gear 146 rotates circumferentially around the transfer shaft 147, which is beneficial to improving the working efficiency of the transfer gear 146.

[0040] As an implementation, the crankcase 114 further includes a bearing cover plate 1149. The bearing cover plate 1149 is located between the upper housing 114a and the transmission 116 and is connected to the upper housing 114a. The bearing cover plate 1149 covers the opening of the transfer space 201. Specifically, when the transfer gear 146 needs to be installed or disassembled, it can be installed into the transfer space 201 through the opening of the transfer space 201, and then the transfer space 201 is sealed by the bearing cover plate 1149 to prevent the transfer gear 146 from falling off from the transfer space 201, which is beneficial to improving the working stability and service life of the transfer gear 146.

[0041] As Figures 6 to 7As shown, in this embodiment, a first transfer hole 1141a is formed in the upper box body 114a, and a second transfer hole 1149a is formed in the bearing cover plate 1149. One end of the transfer shaft 147 is clamped in the first transfer hole 1141a, and the other end of the transfer shaft 147 is clamped in the second transfer hole 1149a. Specifically, when both ends of the transfer shaft 147 are respectively clamped in the first transfer hole 1141a and the second transfer hole 1149a, the bearing cover plate 1149 and the upper box body 114a can limit the movement of the transfer shaft 147, so that the transfer shaft 147, the bearing cover plate 1149 and the upper box body 114a are kept relatively fixed, so as to realize the position limitation of the transfer gear 146, and further improve the working stability of the transfer gear 146.

[0042] As an implementation manner, the bearing cover plate 1149 includes a cover plate body 1149b and a plurality of cover plate fixing parts 1149c. The plurality of cover plate fixing parts 1149c surround the cover plate body 1149b and are fixedly connected to the cover plate body 1149b. The upper box body 114a includes a box body fixing part 1142a surrounding the transfer space 201 and corresponding to the cover plate fixing part 1149c. The cover plate body 1149b covers the opening of the transfer space 201, and the cover plate fixing part 1149c is connected to the box body fixing part 1142a. Specifically, since the covering area of the cover plate body 1149b is relatively large, in this application, the plurality of cover plate fixing parts 1149c and the plurality of box body fixing parts 1142a are connected to stably cover the cover plate body 1149b on the opening of the transfer space 201. Through the above setting, the connection strength between the bearing cover plate 1149 and the upper box body 114a can be improved, which is beneficial to improving the structural stability of the crankcase 114.

[0043] In this embodiment, the transmission 116 includes a transmission fixing part 1163. The transmission fixing part 1163 is disposed in a fitting manner on the side of the cover plate fixing part 1149c away from the box body fixing part 1142a, and the transmission fixing part 1163, the cover plate fixing part 1149c and the box body fixing part 1142a are installed at a common point. Specifically, three mounting holes with the same axis direction are formed in the transmission fixing part 1163, the cover plate fixing part 1149c and the box body fixing part 1142a, and the inner diameters of the three mounting holes are the same and the axes coincide. Therefore, the fixed connection of the three mounting holes can be realized by one fastener. Through the above setting, the connection steps between the transmission fixing part 1163, the cover plate fixing part 1149c and the box body fixing part 1142a can be reduced, so as to improve the assembly efficiency of the power assembly 100. In addition, too many connection points can be avoided on the crankcase 114 or the transmission 116 to prevent the connection points from occupying too much space, which is beneficial to improving the space utilization rate of the power assembly 100.

[0044] As an implementation manner, the cover plate body 1149b extends at least partially towards the crankcase 114 to form a cover plate clamping portion 1149d, and the cover plate clamping portion 1149d is clamped on the opening of the transfer space 201. Specifically, when observed along the width direction of the power assembly 100, the outer contour of the cover plate clamping portion 1149d is substantially the same as the inner contour of the opening of the transfer space 201, so that the cover plate clamping portion 1149d can fit with the opening of the transfer space 201. Through the above arrangement, the opening of the transfer space 201 can limit the movement of the cover plate clamping portion 1149d, thereby improving the connection strength between the cover plate clamping portion 1149d and the upper box body 114a, and further improving the structural stability of the crankcase 114.

[0045] As an implementation manner, the bearing cover plate 1149 extends at least partially along the width direction of the power assembly 100 and forms a rotating shaft boss seat 1149e. The second transfer hole 1149a is opened on the rotating shaft boss seat 1149e. The bearing cover plate 1149 further includes a plurality of reinforcing ribs 1149f. The plurality of reinforcing ribs 1149f are arranged around the rotating shaft boss seat 1149e, and the rotating shaft boss seat 1149e is connected to the cover plate fixing portion 1149c through the reinforcing ribs 1149f. Specifically, since the thickness of the bearing cover plate 1149 along the width direction of the power assembly 100 is relatively thin, and the bearing cover plate 1149 needs to provide stable support for the transfer shaft 147, in this embodiment, the structural strength of the cover plate body 1149b is increased through the rotating shaft boss seat 1149e and the reinforcing ribs 1149f, which is beneficial to improving the working stability of the transfer shaft 147 and the service life of the cover plate body 1149b. At the same time, the reinforcing ribs 1149f are also connected to the cover plate fixing portion 1149c, so that the connection strength between the cover plate fixing portion 1149c and the cover plate body 1149b is higher, which is beneficial to improving the structural strength of the bearing cover plate 1149.

[0046] As an implementation manner, the sealing mechanism 19 is connected to the housing 11. The sealing mechanism 19 includes a bearing sealing ring 194. The bearing sealing ring 194 surrounds the opening of the transfer space 201 and is located between the bearing cover plate 1149 and the upper box body 114a. Specifically, since there are gaps on the contact surface between the bearing cover plate 1149 and the upper box body 114a, the bearing sealing ring 194 is used to seal the gaps, which is beneficial to improving the sealing performance between the bearing cover plate 1149 and the upper box body 114a to prevent the leakage of engine oil, and further improving the cleanliness of the power assembly 100.

[0047] In this embodiment, the bearing seal ring 194 includes at least two sealing and limiting portions 1941. The upper box body 114a extends at least partially towards the direction close to the transmission 116 to form a box body limiting portion 1143a. The sealing and limiting portion 1941 is snap-connected to the box body limiting portion 1143a. Specifically, since the bearing seal ring 194 will deform during the installation process, the sealing and limiting portion 1941 and the box body limiting portion 1143a are first connected so that the bearing seal ring 194 and the upper box body 114a remain relatively stationary, thereby preventing the bearing seal ring 194 from deforming. Through the above settings, the assembly difficulty of the bearing seal ring 194 can be reduced, thereby improving the assembly efficiency of the power assembly 100. At the same time, the bearing seal ring 194 is stably connected to the upper box body 114a to prevent the bearing seal ring 194 from deforming or being misaligned, and thus the sealing performance of the bearing seal ring 194 is improved.

[0048] As Figure 8 and Figure 9 shown, as an implementation manner, at least part of the speed change mechanism 13 is located inside the continuously variable transmission 1162. Along the width direction of the power assembly 100, the continuously variable transmission 1162 is located on the left or right side of the crankcase 114. A speed change space 202 is formed inside the continuously variable transmission 1162, and at least part of the speed change mechanism 13 is located inside the speed change space 202. Specifically, an air inlet 1162b is opened on the continuously variable transmission 1162, and the air inlet 1162b communicates with the speed change space 202. The speed change mechanism 13 includes a driving fan wheel 134 and a driven fan wheel 135. Along the height direction of the power assembly 100, both the driving fan wheel 134 and the driven fan wheel 135 are at least partially located below the air inlet 1162b. More specifically, during the rotation of the speed change mechanism 13, the driving fan wheel 134 and the driven fan wheel 135 rotate. Since the air inlet 1162b communicates with the outside, during the rotation of the driving fan wheel 134 and the driven fan wheel 135, the outside air will be sucked into the speed change space 202 to cool the speed change mechanism 13. Through the above settings, the driving fan wheel 134 and the driven fan wheel 135 are arranged close to the air inlet 1162b so that the outside air can quickly flow into the speed change space 202, which is beneficial to shortening the cooling time of the speed change mechanism 13, thereby improving the cooling efficiency of the speed change mechanism 13, and at the same time is also beneficial to improving the cooling efficiency of the power assembly 100.

[0049] In this embodiment, the active fan wheel 134 extends at least partially in the width direction of the power assembly 100 to form a plurality of active fan blade plates 1341, and the plurality of active fan blade plates 1341 are circumferentially distributed around the active fan wheel 134. Similarly, the driven fan wheel 135 extends at least partially in the width direction of the power assembly 100 to form a plurality of driven fan blade plates 1351, and the plurality of driven fan blade plates 1351 are circumferentially distributed around the driven fan wheel 135. Among them, both the active fan blade plate 1341 and the driven fan blade plate 1351 are at least partially located below the air inlet 1162b. Specifically, since the windward surfaces of the active fan blade plate 1341 and the driven fan blade plate 1351 are relatively large and the rotational speed is relatively fast, the air flow in the variable speed space 202 can be increased, and at the same time, the external gas can also flow into the variable speed space 202 quickly. Through the above settings, the active fan blade plate 1341 and the driven fan blade plate 1351 can increase the air flow rate, which is beneficial to quickly cooling the speed change mechanism 13, and thus is beneficial to improving the cooling efficiency of the power assembly 100.

[0050] As an implementation, the continuously variable transmission 1162 includes an air duct housing 1162c and an air inlet baffle 1162d. The air inlet 1162b is opened above the air duct housing 1162c. The air inlet baffle 1162d is located in the variable speed space 202 and is connected to the air duct housing 1162c. The air inlet baffle 1162d extends substantially in the height direction of the power assembly 100 and is located below the air inlet 1162b. Along the length direction of the power assembly 100, the air inlet baffle 1162d is located between the active fan wheel 134 and the driven fan wheel 135. Specifically, the upper side of the air inlet baffle 1162d is substantially located within the air inlet 1162b and divides the air inlet 1162b into a first air inlet 1162j and a second air inlet 1162k. The active fan wheel 134 is located below the first air inlet 1162j, and the driven fan wheel 135 is located below the second air inlet 1162k. More specifically, since the sizes of the active fan wheel 134 and the driven fan wheel 135 are different, and the positions of the active fan wheel 134 and the driven fan wheel 135 distributed in the variable speed space 202 are also different, the air guiding capabilities of the active fan wheel 134 and the driven fan wheel 135 are also different. Therefore, the air inlet baffle 1162d is provided in the variable speed space 202 to guide the air flow direction, so that both the active fan wheel 134 and the driven fan wheel 135 can obtain sufficient external air, which is beneficial to the air fully contacting the speed change mechanism 13, and thus is beneficial to improving the cooling efficiency of the speed change mechanism 13.

[0051] In this embodiment, a reference plane 203 perpendicular to the height direction of the powertrain 100 is defined. The projection of the first air inlet 1162j on the reference plane along the height direction of the powertrain 100 is the first air inlet projection, and the projection of the second air inlet 1162k on the reference plane 203 along the height direction of the powertrain 100 is the second air inlet projection. The ratio range of the area of the first air inlet projection to the area of the second air inlet projection is from 1 to 3. Further, the ratio range of the area of the first air inlet projection to the area of the second air inlet projection is from 1.5 to 2.5. Still further, the ratio of the area of the first air inlet projection to the area of the second air inlet projection is 2. Through the above settings, it is possible to avoid the driven fan wheel 135 being unable to obtain sufficient air due to the ratio of the area of the first air inlet projection to the area of the second air inlet projection being too large, and it is also possible to avoid the driving fan wheel 134 being unable to obtain sufficient air due to the ratio of the area of the first air inlet projection to the area of the second air inlet projection being too small, so as to prevent the cooling effect of the speed change mechanism 13 from being reduced, and thus it is beneficial to improve the cooling efficiency of the powertrain 100.

[0052] As an implementation, the continuously variable transmission 1162 further includes an air duct baffle 1162e. The air duct baffle 1162e is connected to the air duct housing 1162c. The air inlet baffle 1162d is located between the air duct baffle 1162e and the air duct housing 1162c and forms a first air duct 1162f and a second air duct 1162g. The first air inlet 1162j is communicated with the driving fan wheel 134 through the first air duct 1162f, and the second air inlet 1162k is communicated with the driven fan wheel 135 through the second air duct 1162g. Specifically, after the air duct baffle 1162e, the air duct housing 1162c and the air inlet baffle 1162d are connected, a first air duct 1162f and a second air duct 1162g are formed. Both the first air duct 1162f and the second air duct 1162g are located in the speed change space 202. Through the above settings, the first air duct 1162f can accurately provide air for the driving fan wheel 134, and the second air duct 1162g can accurately provide air for the driven fan wheel 135, thereby avoiding the air from being in a turbulent flow in the speed change space 202, improving the air directivity, and thus being beneficial to improving the working efficiency of the driving fan wheel 134 and the driven fan wheel 135.

[0053] In this embodiment, the air duct baffle 1162e includes a baffle mounting portion 1162n, and the air duct housing 1162c includes a housing mounting portion 1162m. The baffle mounting portion 1162n is connected to the housing mounting portion 1162m. The side of the air inlet baffle 1162d facing away from the air duct housing 1162c abuts against the air duct baffle 1162e. Specifically, the baffle mounting portion 1162n and the housing mounting portion 1162m are detachably connected by fasteners, which is convenient for the assembly of the air duct baffle 1162e, and thus is beneficial to improving the assembly efficiency of the bending machine gearbox 116.

[0054] As an implementation, the continuously variable transmission 1162 is also provided with an air outlet 1162a, and the air outlet 1162a is located on the upper side of the air duct housing 1162c and communicates with the transmission space 202. Along the width direction of the powertrain 100, the air duct baffle 1162e is located between the air inlet 1162b and the air outlet 1162a. Specifically, the air in the transmission space 202 is discharged to the outside through the air outlet 1162a. During the rotation of the driving fan wheel 134 and the driven fan wheel 135, the air in the transmission space 202 circulates, so that the heat of the transmission mechanism 13 is discharged to the outside along with the air through the air outlet 1162a, which is beneficial to reducing the temperature of the transmission mechanism 13.

[0055] As an implementation, the continuously variable transmission 1162 further includes a protective housing 1162h. The air duct housing 1162c is connected to the protective housing 1162h to form the above-mentioned transmission space 202. A driving fan blade plate 1341 is provided on one side of the driving fan wheel 134 close to the protective housing 1162h, and a driven fan blade plate 1351 is provided on one side of the driven fan wheel 135 close to the protective housing 1162h. Specifically, along the width direction of the powertrain 100, the driving fan blade plate 1341 is located on both sides of the driving fan wheel 134, and the driven fan blade plate 1351 is located on both sides of the driven fan wheel 135 to increase the number of the driving fan blade plate 1341 and the driven fan blade plate 1351, and the driving fan blade plate 1341 and the driven fan blade plate 1351 can be evenly distributed in the transmission space 202. Through the above settings, the air flow rate in the transmission space 202 can be increased, and thus the cooling efficiency of the transmission mechanism 13 can be improved.

[0056] As shown in Figure 10 and Figure 11 As an implementation, the cooling mechanism 21 includes a water jacket 214 for conveying coolant and a water jacket gasket 215 located between the cylinder block 113 and the cylinder head 112. The water jacket 214 is at least partially located in the cylinder block 113 and the cylinder head 112. Specifically, the water jacket 214 includes a lower water jacket 2142 located in the cylinder block 113 and an upper water jacket 2141 located in the cylinder head 112. The water jacket gasket 215 is located between the upper water jacket 2141 and the lower water jacket 2142, and a plurality of water channel holes 2151 are formed in the water jacket gasket 215. The upper water jacket 2141 and the lower water jacket 2142 are communicated through the plurality of water channel holes 2151. Through the above settings, the coolant flows through the lower water jacket 2142, the water channel holes 2151 and the upper water jacket 2141 in sequence to cool the cylinder block 113 and the cylinder head 112, which is beneficial to reducing the temperature of the housing 11 and thus improving the cooling efficiency of the powertrain 100.

[0057] In this embodiment, a drain port 216 is formed in the cylinder head 112. The drain port 216 communicates with the upper water jacket 2141. The water jacket gasket 215 includes a proximal gasket 2152 close to the drain port 216 and a distal gasket 2153 far from the drain port 216. The number of waterway holes 2151 on the proximal gasket 2152 is less than the number of waterway holes 2151 on the distal gasket 2153. Specifically, since the distance between the waterway holes 2151 on the proximal gasket 2152 and the drain port 216 is relatively close, and the distance between the waterway holes 2151 on the distal gasket 2153 and the drain hole is relatively far, in order to improve the cooling effect of the cylinder head 112 in this application, the number of waterway holes 2151 on the proximal gasket 2152 and the number of waterway holes 2151 on the distal gasket 2153 are adjusted to increase the flow time of the coolant in the cylinder head 112, and at the same time prevent the coolant from directly flowing from the waterway holes 2151 on the proximal gasket 2152 to the drain port 216, so as to prevent the flow time of the coolant in the cylinder head 112 from becoming short, which is conducive to improving the cooling effect of the cylinder head 112.

[0058] Exemplarily, the ratio range of the number of waterway holes 2151 on the proximal gasket 2152 to the number of waterway holes 2151 on the distal gasket 2153 is from 0.3 to 0.7. Further, the ratio range of the number of waterway holes 2151 on the proximal gasket 2152 to the number of waterway holes 2151 on the distal gasket 2153 is from 0.4 to 0.6. Still further, the ratio of the number of waterway holes 2151 on the proximal gasket 2152 to the number of waterway holes 2151 on the distal gasket 2153 is 0.5. Through the above settings, it can be avoided that the coolant cannot fully cool the cylinder block 113 due to the ratio of the number of waterway holes 2151 on the proximal gasket 2152 to the number of waterway holes 2151 on the distal gasket 2153 being too large, which is conducive to improving the cooling effect of the cylinder block 113; and it can also be avoided that the fluidity of the coolant becomes slow due to the ratio of the number of waterway holes 2151 on the proximal gasket 2152 to the number of waterway holes 2151 on the distal gasket 2153 being too small, which is also conducive to increasing the flow rate of the coolant.

[0059] As a realization mode, a cylinder 1131 is formed in the cylinder block 113. A gasket hole 2154 is provided on the water jacket gasket 215. The cylinder 1131 and the gasket hole 2154 are coaxially arranged. The lower water jacket 2142 is arranged around the cylinder 1131, and the waterway holes 2151 are arranged around the gasket hole 2154. Specifically, the lower water jacket 2142 is used to cool the cylinder block 113, which is conducive to reducing the temperature of the cylinder block 113, and further improving the cooling effect of the cylinder block 113.

[0060] In this embodiment, the intake and exhaust system 17 includes an intake passage 174 and an exhaust passage 176 located in the cylinder head 112. A combustion chamber 1120 and a cylinder head spark hole 1122 are formed in the cylinder head 112. The cylinder head spark hole 1122, the exhaust passage 176, and the intake passage 174 are all communicated with the combustion chamber 1120. The upper water jacket 2141 is disposed around the cylinder head spark hole 1122, the exhaust passage 176, the intake passage 174, and the combustion chamber 1120. Specifically, since the cylinder head spark hole 1122, the exhaust passage 176, the intake passage 174, and the combustion chamber 1120 generate relatively high heat during operation, the upper water jacket 2141 is arranged in the cylinder block 113 in this application so that the upper water jacket 2141 surrounds the cylinder head spark hole 1122, the exhaust passage 176, the intake passage 174, and the combustion chamber 1120. Through the above arrangement, the upper water jacket 2141 is used to cool the temperatures of the cylinder head spark hole 1122, the exhaust passage 176, the intake passage 174, and the combustion chamber 1120, thereby cooling the cylinder head 112 and further facilitating the improvement of the cooling efficiency of the cylinder head 112.

[0061] Exemplarily, a projection plane 204 perpendicular to the axis of the cylinder 1131 is defined. The projection of the water channel hole 2151 on the near cylinder gasket 2152 on the projection plane 204 is the proximal projection surface, and the projection of the water channel hole 2151 on the far cylinder gasket 2153 on the projection plane 204 is the distal projection surface. The ratio range of the area of the proximal projection surface to the area of the distal projection surface is from 0.65 to 0.85. Specifically, the ratio range of the area of the proximal projection surface to the area of the distal projection surface is from 0.7 to 0.8. More specifically, the ratio of the area of the proximal projection surface to the area of the distal projection surface is 0.75. Through the above arrangement, it is possible to avoid the diameter of the water channel hole 2151 being too large due to the ratio of the area of the proximal projection surface to the area of the distal projection surface being too large, so as to prevent the flow rate of the coolant in the cylinder block 113 and the cylinder head 112 from being too fast and the cooling effect of the cylinder block 113 and the cylinder head 112 from being poor, thereby facilitating the improvement of the cooling effect of the cylinder block 113 and the cylinder head 112; and it is also possible to avoid the diameter of the water channel hole 2151 being too small due to the ratio of the area of the proximal projection surface to the area of the distal projection surface being too small, so as to prevent the flow rate of the coolant in the cylinder block 113 and the cylinder head 112 from being too slow, and further facilitating the acceleration of the fluidity of the coolant.

[0062] It should be noted that whether the flow rate of the coolant is too fast or too slow will result in a reduction in the cooling effect of the cylinder head 112 and the cylinder block 113. Therefore, in this application, the ratio of the area of the gasket projection surface to the area of the water channel projection surface is set within a suitable range so that the coolant flows within a suitable range, thereby facilitating the improvement of the cooling effect of the cylinder block 113 and the cylinder head 112.

[0063] Such as Figure 1 and Figure 10As shown, as an implementation, the cooling mechanism 21 includes a cooling water pump 218 and a housing water inlet passage 217. The housing water inlet passage 217 is opened in the crankcase 114. The housing water inlet passage 217 communicates with the lower water jacket 2142. Along the width direction of the power assembly 100, the housing water inlet passage 217 is located in the middle of the crankcase 114. Specifically, a cooling water inlet hole 2121 and a cooling water outlet hole 2122 are also opened in the crankcase 114. The cooling water pump 218 communicates with the oil-water cooler 211 through the cooling water inlet hole 2121. The oil-water cooler 211 communicates with the housing water inlet passage 217 through the cooling water outlet hole 2122, so that the coolant in the cooling water pump 218 sequentially passes through the cooling water inlet hole 2121, the oil-water cooler 211, the cooling water outlet, and the housing water inlet passage 217 and then enters the water jacket 214. Through the above settings, the cooling water pump 218 provides the flowing pressure for the coolant, and the oil-water cooler 211 can reduce the temperature of the coolant, so that the coolant can cool the crankcase 114, the cylinder block 113, and the cylinder head 112, which is beneficial to improving the cooling efficiency of the power assembly 100.

[0064] As an implementation, the ratio range of the coolant flow rate in the water channel hole 2151 on the distal head gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal head gasket 2152 is 1.3 to 1.7. Specifically, the ratio range of the coolant flow rate in the water channel hole 2151 on the distal head gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal head gasket 2152 is 1.4 to 1.6. More specifically, the ratio of the coolant flow rate in the water channel hole 2151 on the distal head gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal head gasket 2152 is 1.5. Through the above settings, it is possible to avoid the water flow in the water channel hole 2151 on the distal head gasket 2153 from being too fast due to the ratio of the coolant flow rate in the water channel hole 2151 on the distal head gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal head gasket 2152 being too large. It is also possible to avoid the water flow in the water channel hole 2151 on the proximal head gasket from being too fast due to the ratio of the coolant flow rate in the water channel hole 2151 on the distal head gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal head gasket 2152 being too small, so as to prevent the cooling time of the coolant for the cylinder block 113 and / or the cylinder head 112 from being shortened, which is beneficial to improving the cooling effect of the cylinder block 113 and / or the cylinder head 112, and further improving the cooling effect of the power assembly 100.

[0065] As Figure 12As shown, the present application also provides an all-terrain vehicle 200, and the above-mentioned powertrain 100 can be applied to the all-terrain vehicle 200. Specifically, the all-terrain vehicle 200 includes a frame 21, a body cover 22, a traveling assembly 23, and a suspension assembly 24. The frame 21 constitutes the basic framework of the all-terrain vehicle 200 and is used to support the body cover 22, the traveling assembly 23, and the suspension assembly 24. The body cover 22 is at least partially connected to the frame 21, and the body cover 22 is used to protect the internal components of the all-terrain vehicle 200. The traveling assembly 23 is used for the movement of the all-terrain vehicle 200. The traveling assembly 23 is mounted to the frame 21 through the suspension assembly 24. It should be noted that a cylinder 1131 is provided in the cylinder block 113 and is arranged towards the rear side of the all-terrain vehicle 200.

[0066] It should be understood that for those of ordinary skill in the art, improvements or changes can be made according to the above description, and all such improvements and changes shall fall within the protection scope of the appended claims of the present 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, wherein the crankshaft is located in the crankcase and is rotatably connected to the crankcase; A speed change mechanism, the speed change mechanism is located in the gearbox and is drivingly connected to the crankshaft; a lubrication mechanism, the lubrication mechanism being at least partially located within the crankcase; It is characterized in that Along the width direction of the powertrain, the gearbox is located on one side of the crankcase, and the crankcase includes a first bearing seat and a second bearing seat for supporting the crankshaft, the first bearing seat and the second bearing seat are both arranged close to the gearbox, the first bearing seat and the second bearing seat are both located at one end of the crankshaft connected to the speed change mechanism, and the first bearing seat and the second bearing seat are used to bear the force between the crankshaft and the speed change mechanism; the crank-connecting rod mechanism includes a valve gear fixedly connected to the crankshaft, and the valve gear is located between the first bearing seat and the second bearing seat.

2. The powertrain according to claim 1, characterized in that: Along the width direction of the power assembly, the minimum distance between the first bearing seat and the second bearing seat ranges from 6.5 mm to 12.5 mm.

3. The powertrain according to claim 2, characterized in that: Along the width direction of the power assembly, the distance between the first bearing seat and the second bearing seat ranges from 8 mm to 11 mm.

4. The powertrain according to claim 1, characterized in that: The lubrication mechanism includes a main oil channel located in the crankcase, and the main oil channel includes a first oil delivery hole and a second oil delivery hole. The first oil delivery hole is connected to the first bearing seat, one end of the second oil delivery hole is connected to the first oil delivery hole, and the other end of the second oil delivery hole is connected to the second bearing seat.

5. The powertrain according to claim 4, characterized in that: The crankcase includes an upper case and a lower case, the upper case is connected to the lower case, the second oil delivery hole is basically located between the upper case and the lower case, and the second oil delivery hole is opened in the upper case and / or the lower case along the width direction of the powertrain.

6. The powertrain according to claim 4, characterized in that: The crank-connecting rod mechanism also includes a balancing shaft located on both sides of the crankshaft, and the main oil channel also includes a balancing oil hole, which is connected to the first oil delivery hole, and the end of the second oil delivery hole away from the second bearing seat is connected to the balancing oil hole.

7. The powertrain according to claim 5, characterized in that: A valve mechanism, wherein the valve mechanism is at least partially located in the crankcase and is drivingly connected to the crankshaft; the valve mechanism also includes a timing chain and a transfer gear drivingly connected to the timing chain, and along the width direction of the powertrain, a side of the upper case close to the gearbox is at least partially recessed inward to form a transfer space, the transfer space is located above the first bearing seat and the second bearing seat, and the transfer gear is located in the transfer space and is drivingly connected to the valve gear.

8. The powertrain according to claim 7, characterized in that: The transfer gear comprises a transfer gearwheel and a transfer pinion, the transfer gearwheel is fixedly connected to the transfer pinion, the transfer gearwheel is drivingly connected to the valve gear, and the timing chain is at least partially located in the transfer space and is drivingly connected to the transfer pinion.

9. The powertrain according to claim 7, characterized in that: The valve mechanism also includes a transfer shaft located in the transfer space, the transfer gear is sleeved on the transfer shaft, the crankcase also includes a bearing cover plate, the bearing cover plate is located between the upper case body and the gearbox and is connected to the upper case body, and the bearing cover plate covers the opening of the transfer space.

10. The powertrain according to claim 9, characterized in that: A first transfer hole is formed on the upper housing, a second transfer hole is formed on 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.

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