Power assembly

Abstract

The utility model discloses a power assembly which comprises a shell, a crank connecting rod mechanism and a speed change mechanism. The shell comprises a crankcase and a continuously variable transmission 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 at least partially located in the continuously variable transmission and is in transmission connection with the crankshaft; in the width direction of the power assembly, the continuously variable transmission is located on one side of the crankcase, a speed change space is formed in the continuously variable transmission, and the speed change mechanism is at least partially located in the speed change space; an air inlet is formed in the continuously variable transmission, the air inlet is communicated into the speed change space, the speed change mechanism comprises a driving fan wheel and a driven fan wheel, and the driving fan wheel and the driven fan wheel are at least partially located below the air inlet in the height direction of the power assembly. Through the arrangement, the cooling efficiency of the speed change mechanism can be improved.

Description

Technical Field

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

[0002] Currently, a power assembly includes a housing, a crank - connecting rod mechanism, and a speed - changing mechanism. The housing is used to carry the crank - connecting rod mechanism and the speed - changing mechanism, and the crank - connecting rod mechanism is in transmission connection with the speed - changing mechanism.

[0003] In related technologies, the housing includes a continuously variable transmission (CVT). A speed - changing space is formed inside the CVT, and at least part of the speed - changing mechanism is located in the speed - changing space. An air inlet is formed on the CVT, and the air inlet communicates with the speed - changing space. Among them, the size of the air inlet is small and there is a distance between the air inlet and the speed - changing mechanism, thus increasing the cooling time of the speed - changing mechanism and further resulting in a low cooling efficiency of the speed - changing mechanism. Summary of the Utility Model

[0004] To solve the deficiencies of the prior art, the purpose of this application is to provide a power assembly with a high cooling efficiency of the speed - changing mechanism.

[0005] To achieve the above - mentioned purpose, the following technical solutions are adopted in this application:

[0006] A power assembly, which includes a housing, a crank - connecting rod mechanism, and a speed - changing mechanism. The housing includes a crankcase and a continuously variable transmission (CVT) connected to the crankcase; the crank - connecting rod mechanism includes a crankshaft, and the crankshaft is located inside the crankcase and rotatably connected to the crankcase; at least part of the speed - changing mechanism is located inside the CVT and is in transmission connection with the crankshaft; along the width direction of the power assembly, the CVT is located on one side of the crankcase. A speed - changing space is formed inside the CVT, and at least part of the speed - changing mechanism is located in the speed - changing space; an air inlet is formed on the CVT, and the air inlet communicates with the speed - changing space. The speed - changing mechanism includes a driving fan wheel and a driven fan wheel. Along the height direction of the power assembly, both the driving fan wheel and the driven fan wheel are at least partially located below the air inlet.

[0007] Further, the driving fan wheel extends along the width direction of the power assembly to form a plurality of driving fan blade plates, and the plurality of driving fan blade plates are circumferentially distributed around the driving fan wheel; at least part of the driven fan wheel extends along the width direction of the power assembly to form a plurality of driven fan blade plates, and the plurality of driven fan blade plates are circumferentially distributed around the driven fan wheel; both the driving fan blade plates and the driven fan blade plates are at least partially located below the air inlet.

[0008] Further, the continuously variable transmission includes an air duct housing and an air inlet baffle. The air inlet is formed above the air duct housing. The air inlet baffle is located in the transmission space and connected to the air duct housing. The air inlet baffle extends substantially along the height direction of the power assembly and is located below the air inlet. Along the length direction of the power assembly, the air inlet baffle is located between the driving fan wheel and the driven fan wheel.

[0009] Further, the upper side of the air inlet baffle is substantially located within the air inlet and divides the air inlet into a first air inlet and a second air inlet. The driving fan wheel is located below the first air inlet, and the driven fan wheel is located below the second air inlet.

[0010] Further, a reference plane perpendicular to the height direction of the power assembly is defined. The projection of the first air inlet on the reference plane along the height direction of the power assembly is the first air inlet projection, and the projection of the second air inlet on the reference plane along the height direction of the power assembly 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.

[0011] 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.

[0012] Further, the continuously variable transmission further includes an air duct baffle. The air duct baffle is connected to the air duct housing. The air inlet baffle is located between the air duct baffle and the air duct housing. First and second air ducts are formed on both sides of the air inlet baffle. The first air inlet is communicated with the driving fan wheel through the first air duct, and the second air inlet is communicated with the driven fan wheel through the second air duct.

[0013] Further, the air duct baffle includes a baffle mounting portion, and the air duct housing includes a housing mounting portion. The baffle mounting portion is connected to the housing mounting portion. The side of the air inlet baffle facing away from the air duct housing abuts against the air duct baffle.

[0014] Further, the continuously variable transmission further has an air outlet. The air outlet is located above the air duct housing and communicated with the transmission space. Along the width direction of the power assembly, the air duct baffle is located between the air inlet and the air outlet.

[0015] Further, the continuously variable transmission further includes a protective housing. The air duct housing is connected to the protective housing to form a transmission space. A driving fan blade plate is provided on the side of the driving fan wheel close to the protective housing, and a driven fan blade plate is provided on the side of the driven fan wheel close to the protective housing.

[0016] The above-mentioned power assembly can arrange the driving fan wheel and the driven fan wheel close to the air inlet, so that the outside air can quickly flow into the transmission space, which is beneficial to shortening the cooling time of the transmission mechanism and thus improving the cooling efficiency of the transmission mechanism. Description of the Drawings

[0017] Figure 1Schematic diagram of the overall structure of the powertrain provided by the embodiments of the present application.

[0018] Figure 2 Exploded view of the structure of the powertrain provided by the embodiments of the present application.

[0019] Figure 3 Exploded view of the structure of the transmission mechanism, continuously variable transmission, crankcase and crankshaft of the powertrain provided by the embodiments of the present application.

[0020] Figure 4 Top view of the crankcase of the powertrain provided by the embodiments of the present application.

[0021] Figure 5 Partial sectional view of the crankcase of the powertrain provided by the embodiments of the present application.

[0022] Figure 6 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 Schematic diagram of the connection between the continuously variable transmission and the bearing cover plate of the powertrain provided by the embodiments of the present application.

[0024] Figure 8 Exploded view of the structure of the continuously variable transmission of the powertrain provided by the embodiments of the present application.

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

[0026] Figure 10 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 Schematic diagram of the structure of the cylinder head of the powertrain provided by the embodiments of the present application.

[0028] Figure 12 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 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. The crank - connecting rod mechanism 12 is at least partially arranged in the crankcase 114. The crank - connecting rod mechanism 12 includes a crankshaft 121 and a connecting - rod assembly 122 connected to the crankshaft 121. The crankshaft 121 is located inside the crankcase 114 and is rotatably connected to the crankcase 114. The connecting - rod assembly 122 is at least partially located inside the crankcase 114 and at least partially located in the cylinder block 113. The transmission mechanism 13 is located inside the gearbox 116, and the transmission mechanism 13 is in transmission connection with the crankshaft 121. The valve train 14 is at least partially arranged in the accommodation space 101, and the valve train 14 is in transmission connection with the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is in transmission connection with the crankshaft 121. When the powertrain 100 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 100. After the combustible mixture burns, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting - rod assembly 122 to move. Among them, the combustion chamber 1120 of the powertrain 100 is 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 the present 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 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.

[0031] As Figure 3 shown, as an implementation, in the width direction of the powertrain 100, the transmission 116 is located on one 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 located at one end where the crankshaft 121 is connected to the transmission mechanism 13, and both the first bearing seat 1147 and the second bearing seat 1148 are disposed close to the transmission 116. 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 carry 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 Figure 3 and Figure 4 shown, 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 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 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 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 relatively large gear space 109 caused by an overly large 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 improving the space utilization rate of the crankcase 114; and it is also possible to avoid interference between the valve gear 124 and the inner wall of the crankcase 114 caused by an overly small 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 facilitating improving 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, in this application, the second oil delivery hole 1625 is connected to the first oil delivery hole 1624, thereby reducing the diameter of the second oil delivery hole 1625 to avoid the second oil delivery hole 1625 occupying a relatively large space, and further facilitating improving 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, and 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, enabling the second bearing housing 1148 to obtain sufficient lubricating oil for lubrication, and further facilitating improving 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 seat 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, so that the structures of the balance oil hole 1626, the first oil delivery hole 1624, and the second oil delivery hole 1625 are more compact, avoiding 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 quick 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 formed in the second bearing seat 1148. One end of the inclined oil return hole 1627 communicates with the side of the second bearing seat 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 seat 1148, engine oil will flow out through the contact surface between the crankshaft 121 and the second bearing seat 1148. When the engine oil flows into the side of the second bearing seat 1148 close to the transmission 116, the engine oil will remain on the side of the second bearing seat 1148 close to the transmission 116. Therefore, in this application, the inclined oil return hole 1627 is formed in the second bearing seat 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 engine oil can be prevented from flowing out from the connection between the crankcase 114 and the transmission 116, 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 and the transfer small gear 1462 are fixedly connected. 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 thus 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 carry 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 the two 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 relatively fixed, so as to realize the limit 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 large, the application connects through a plurality of cover plate fixing parts 1149c and a plurality of box body fixing parts 1142a, so that the cover plate body 1149b stably covers the opening of the transfer space 201. Through the above settings, 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 attached to 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 the same point. Specifically, three mounting holes with the same axis 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 through one fastener. Through the above settings, 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, thereby improving 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, the cover body 1149b extends at least partially towards the crankcase 114 to form a cover engaging portion 1149d, and the cover engaging portion 1149d is engaged with the opening of the transfer space 201. Specifically, when observed in the width direction of the powertrain 100, the outer contour of the cover engaging portion 1149d is substantially the same as the inner contour of the opening of the transfer space 201, so that the cover engaging 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 engaging portion 1149d, thereby improving the connection strength between the cover engaging portion 1149d and the upper housing 114a, and further improving the structural stability of the crankcase 114.

[0045] As an implementation, the bearing cover 1149 extends at least partially in the width direction of the powertrain 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 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 fixing portion 1149c through the reinforcing ribs 1149f. Specifically, since the thickness of the bearing cover 1149 in the width direction of the powertrain 100 is relatively thin, and the bearing cover 1149 needs to provide stable support for the transfer shaft 147, in this embodiment, the structural strength of the cover 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 body 1149b. At the same time, the reinforcing ribs 1149f are also connected to the cover fixing portion 1149c, so that the connection strength between the cover fixing portion 1149c and the cover body 1149b is higher, which is beneficial to improving the structural strength of the bearing cover 1149.

[0046] As an implementation, 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 1149 and the upper housing 114a. Specifically, since there is a gap between the contact surfaces of the bearing cover 1149 and the upper housing 114a, the gap is sealed by the bearing sealing ring 194, which is beneficial to improving the sealing performance between the bearing cover 1149 and the upper housing 114a to prevent oil leakage, and further improving the cleanliness of the powertrain 100.

[0047] In this embodiment, the bearing seal ring 194 includes at least two seal limiting portions 1941. The upper box body 114a extends at least partially in the direction close to the transmission 116 to form a box body limiting portion 1143a. The seal 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 seal 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 displaced, thereby improving the sealing performance of the bearing seal ring 194.

[0048] As Figure 8 and Figure 9 shown, as an implementation manner, the transmission mechanism 13 is at least partially located in the continuously variable transmission 1162. Along the width direction of the power assembly 100, the continuously variable transmission 1162 is located on one side of the crankcase 114. A transmission space 202 is formed inside the continuously variable transmission 1162, and the transmission mechanism 13 is at least partially located in the transmission space 202. Specifically, an air inlet 1162b is formed on the continuously variable transmission 1162, and the air inlet 1162b communicates with the transmission space 202. The transmission 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 transmission 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 transmission space 202 to cool the transmission 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 transmission space 202, which is beneficial to shortening the cooling time of the transmission mechanism 13, thereby improving the cooling efficiency of the transmission mechanism 13. At the same time, it is also beneficial to improve 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 powertrain 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 powertrain 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 plates 1341 and the driven fan blade plates 1351 are at least partially located below the air inlet 1162b. Specifically, since the windward surfaces of the active fan blade plates 1341 and the driven fan blade plates 1351 are relatively large and the rotational speeds are relatively fast, the air flow in the variable speed space 202 can be increased, and at the same time, the external gas can also quickly flow into the variable speed space 202. Through the above settings, the active fan blade plates 1341 and the driven fan blade plates 1351 can increase the air flow rate, which is beneficial to quickly cooling the transmission mechanism 13, and thus is beneficial to improving the cooling efficiency of the powertrain 100.

[0050] As an implementation manner, 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 powertrain 100 and is located below the air inlet 1162b. Along the length direction of the powertrain 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 transmission mechanism 13, and thus is beneficial to improving the cooling efficiency of the transmission 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 too large a ratio of the area of the first air inlet projection to the area of the second air inlet projection, and it is also possible to avoid the driving fan wheel 134 being unable to obtain sufficient air due to too small a ratio of the area of the first air inlet projection to the area of the second air inlet projection, so as to prevent the cooling effect of the transmission mechanism 13 from being reduced, and thus contribute to improving 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. First air ducts 1162f and second air ducts 1162g are formed on both sides of the air inlet baffle 1162d. The first air inlet 1162j is communicated with the driving fan wheel 134 through the first air ducts 1162f, and the second air inlet 1162k is communicated with the driven fan wheel 135 through the second air ducts 1162g. Specifically, after the air duct baffle 1162e, the air duct housing 1162c and the air inlet baffle 1162d are connected, first air ducts 1162f and second air ducts 1162g are formed. Both the first air ducts 1162f and the second air ducts 1162g are located in the transmission space 202. Through the above settings, the first air ducts 1162f can accurately supply air to the driving fan wheel 134, and the second air ducts 1162g can accurately supply air to the driven fan wheel 135, thereby avoiding the air from flowing turbulently in the transmission space 202, improving the air directivity, and thus contributing 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 facilitates the assembly of the air duct baffle 1162e, and thus contributes to improving the assembly efficiency of the bending machine transmission 116.

[0054] As an implementation manner, the continuously variable transmission 1162 is also provided with an air outlet 1162a. 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 manner, the continuously variable transmission 1162 further includes a protective housing 1162h. The air duct housing 1162c is connected to the protective housing 1162h and forms the above-mentioned transmission space 202. A driving fan blade plate 1341 is provided on the side of the driving fan wheel 134 close to the protective housing 1162h, and a driven fan blade plate 1351 is provided on the 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 volume in the transmission space 202 can be increased, and thus the cooling efficiency of the transmission mechanism 13 can be improved.

[0056] As Figure 10 and Figure 11 shown, as an implementation manner, 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. 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 near the drain port 216 and a distal gasket 2153 away 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 waterway holes 2151 on the proximal gasket 2152 are closer to the drain port 216 and the waterway holes 2151 on the distal gasket 2153 are farther from the drain hole, 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 an implementation manner, 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 is coaxially arranged with the gasket hole 2154. The lower water jacket 2142 is arranged around the cylinder 1131. 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 thus 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 arranged 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 passage hole 2151 on the near part cylinder gasket 2152 on the projection plane 204 is the proximal projection surface, and the projection of the water passage hole 2151 on the far part 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 passage 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 passage 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 cylinder gasket projection surface to the area of the water passage 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 box body water inlet passage 217. The box body water inlet passage 217 is opened in the crankcase 114. The box body water inlet passage 217 communicates with the lower water jacket 2142. Along the width direction of the power assembly 100, the box body 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 box body 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 box body 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 cylinder gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal cylinder 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 cylinder gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal cylinder 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 cylinder gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal cylinder 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 cylinder gasket 2153 from being too fast due to the ratio of the coolant flow rate in the water channel hole 2151 on the distal cylinder gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal cylinder gasket 2152 being too large, and it is also possible to avoid the water flow in the water channel hole 2151 on the proximal cylinder gasket from being too fast due to the ratio of the coolant flow rate in the water channel hole 2151 on the distal cylinder gasket 2153 to the coolant flow rate in the water channel hole 2151 on the proximal cylinder 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 in the figure, 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 covering 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 covering 22, the traveling assembly 23, and the suspension assembly 24. The body covering 22 is at least partially connected to the frame 21, and the body covering 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 should 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 continuously variable transmission 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, wherein the speed change mechanism is at least partially located in the continuously variable transmission and is drivingly connected to the crankshaft; It is characterized in that The continuously variable transmission is located at one side of the crankcase along the width direction of the power assembly, a speed change space is formed inside the continuously variable transmission, and the speed change mechanism is at least partially located in the speed change space; An air inlet is provided on the continuously variable transmission, and the air inlet is connected to the speed change space. The speed change mechanism includes an active fan wheel and a driven fan wheel. Along the height direction of the power assembly, the active fan wheel and the driven fan wheel are at least partially located below the air inlet.

2. The powertrain according to claim 1, characterized in that: The active fan wheel extends along the width direction of the power assembly to form a plurality of active fan blades, and the plurality of active fan blades are distributed around the circumference of the active fan wheel; the driven fan wheel at least partially extends along the width direction of the power assembly to form a plurality of driven fan blades, and the plurality of driven fan blades are distributed around the circumference of the driven fan wheel; the active fan blades and the driven fan blades are at least partially located below the air inlet.

3. The powertrain according to claim 2, characterized in that: The continuously variable transmission includes an air duct housing and an air inlet baffle, the air inlet is opened above the air duct housing, the air inlet baffle is located in the speed change space and connected to the air duct housing, the air inlet baffle basically extends along the height direction of the power assembly and is located at the lower side of the air inlet, and along the length direction of the power assembly, the air inlet baffle is located between the active fan wheel and the driven fan wheel.

4. The powertrain according to claim 3, characterized in that: The upper side of the air inlet baffle is basically located inside the air inlet and divides the air inlet into a first air inlet and a second air inlet. The active fan wheel is located on the lower side of the first air inlet, and the driven fan wheel is located on the lower side of the second air inlet.

5. The powertrain according to claim 4, characterized in that: A reference plane perpendicular to the height direction of the power assembly is defined, wherein the projection of the first air inlet along the height direction of the power assembly on the reference plane is a first air inlet projection, the projection of the second air inlet along the height direction of the power assembly on the reference plane is a second air inlet projection, and the ratio of the area of ​​the first air inlet projection to the area of ​​the second air inlet projection ranges from 1 to 3.

6. The powertrain according to claim 5, characterized in that: The ratio of the area of ​​the first air inlet projection to the area of ​​the second air inlet projection is in a range of 1.5 to 2.

5.

7. The powertrain according to claim 4, characterized in that: The continuously variable transmission also includes an air duct baffle, which is connected to the air duct housing, and the air inlet baffle is located between the air duct baffle and the air duct housing. A first air duct and a second air duct are formed on both sides of the air inlet baffle, the first air inlet is connected to the active fan wheel through the first air duct, and the second air inlet is connected to the driven fan wheel through the second air duct.

8. The powertrain according to claim 7, characterized in that: The air duct baffle comprises a baffle mounting portion, the air duct housing comprises a housing mounting portion, the baffle mounting portion is connected to the housing mounting portion, and the side of the air inlet baffle facing away from the air duct housing abuts against the air duct baffle.

9. The powertrain according to claim 7, characterized in that: The continuously variable transmission is also provided with an air outlet, which is located on the upper side of the air duct housing and communicates with the speed change space. Along the width direction of the powertrain, the air duct baffle is located between the air inlet and the air outlet.

10. The powertrain according to claim 3, characterized in that: The continuously variable transmission also includes a protective shell, the air duct shell is connected to the protective shell and forms the speed change space, the active fan wheel is provided with the active fan blade plate on the side close to the protective shell, and the driven fan wheel is provided with the driven fan blade plate on the side close to the protective shell.

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