Power assembly and speed change device thereof

Abstract

The utility model discloses a power assembly and a speed change device thereof, the speed change device comprises a gearbox and a speed change mechanism, and the speed change mechanism is at least partially located in the gearbox; the speed change mechanism comprises a driving magnetic wheel assembly and a driven magnetic wheel assembly which are located in the gearbox, the driving magnetic wheel assembly can be connected with the crankshaft and synchronously rotate along with the crankshaft, and the driving magnetic wheel assembly and the driven magnetic wheel assembly are distributed in the preset linear direction and have a gap. The driven magnetic wheel assembly is coupled with the driving magnetic wheel assembly and can rotate along with the driving magnetic wheel assembly. Through the arrangement, the driving magnetic wheel assembly and the driven magnetic wheel assembly can be in non-contact transmission, so that the service life of the speed change device is prolonged.

Description

Technical Field

[0001] The present application relates to the fields of vehicle technology and power devices, and in particular to a powertrain and a transmission device thereof. Background Art

[0002] At present, the powertrain generally includes an engine and a transmission device. The engine includes a crank-connecting rod mechanism, and the transmission device includes a transmission mechanism and a gearbox. The transmission mechanism is located in the gearbox and is transmission-connected to the crank-connecting rod mechanism, so that the crank-connecting rod mechanism adjusts the output power through the transmission mechanism, thereby improving the overall performance of the powertrain.

[0003] In the related art, the speed change mechanism includes a power input disc, a power output disc and a power transmission belt, wherein the power input disc and the power output disc are connected by a power transmission belt, and the power transmission belt can be a belt or a steel belt, etc. As the service life of the speed change mechanism increases, the power transmission belt will wear the power input disc and the power output disc, causing the power input disc and the power output disc to be damaged and cannot be repaired, thereby reducing the service life of the speed change device. 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 and a transmission device thereof, wherein the service life of the transmission device is relatively long.

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

[0006] A speed change device is used for connecting with the crankshaft of an engine. The speed change device includes a gearbox and a speed change mechanism. The speed change mechanism is at least partially located in the gearbox. The speed change mechanism includes an active magnetic wheel assembly and a driven magnetic wheel assembly located in the gearbox. The active magnetic wheel assembly can be connected with the crankshaft and rotate synchronously with the crankshaft. The active magnetic wheel assembly and the driven magnetic wheel assembly are distributed along a preset straight line direction and there is a gap. The driven magnetic wheel assembly and the active magnetic wheel assembly are coupled with each other and can rotate with the active magnetic wheel assembly. A transverse plane perpendicular to the preset straight line is defined. The projection of the active magnetic wheel assembly on the transverse plane along the preset straight line direction is the active wheel projection. The projection of the driven magnetic wheel assembly on the transverse plane along the preset straight line direction is the driven wheel projection. The length of the overlapping area of the active wheel projection and the driven wheel projection along the axial direction of the active magnetic wheel assembly is defined as the effective length. When the rotation speed of the crankshaft increases, the effective length increases, and the rotation speed of the driven magnetic wheel assembly increases. When the rotation speed of the crankshaft decreases, the effective length decreases, and the rotation speed of the driven magnetic wheel assembly decreases.

[0007] Furthermore, the active magnetic wheel assembly includes an active wheel disc seat and an active permanent magnet, the active wheel disc seat is connected to the crankshaft, and the active permanent magnet is sleeved on the active wheel disc seat and connected to the active wheel disc seat; the driven magnetic wheel assembly includes a driven wheel disc seat and a driven permanent magnet, the driven permanent magnet is sleeved on the driven wheel disc seat and connected to the driven wheel disc seat; the driven permanent magnet and the active permanent magnet are coupled with each other and can rotate with the active permanent magnet.

[0008] Further, there is a gap between the active permanent magnet and the driven permanent magnet, and the distance of the gap along the preset straight line direction ranges from 0 mm to 0.5 mm;

[0009] The effective length along the axial direction of the active magnetic wheel assembly ranges from 15 mm to 55 mm.

[0010] Furthermore, the active permanent magnet includes a plurality of active magnetic field blocks, which are distributed circumferentially around the active wheel disc seat; the active magnetic field block includes an active output stage and an active input stage, which are alternately connected on the active wheel disc seat; the driven permanent magnet includes a plurality of driven magnetic field blocks, which are distributed circumferentially around the driven wheel disc seat; the driven magnetic field block includes a driven output stage and a driven input stage, which are alternately connected on the driven wheel disc seat.

[0011] Furthermore, the active magnetic wheel assembly also includes an active rotating shaft and a positioning guide seat. The active rotating shaft can be fixedly connected to the crankshaft, the positioning guide seat is fixedly connected to the active rotating shaft, the active wheel disc seat is sleeved on the active rotating shaft and slidably connected to the active rotating shaft, and the active wheel disc seat is clamped with the positioning guide seat so that the positioning guide seat drives the active wheel disc seat to rotate.

[0012] Furthermore, the gearbox includes a first case body and a second case body connected to each other, the first case body is connected to the crankcase, and the second case body is connected to the side of the first case body away from the crankcase; the speed change mechanism also includes a feeding device, the feeding device is connected to the second case body, the feeding device at least partially passes through the second case body and is connected to the driving wheel disc seat, and the feeding device can drive the driving wheel disc seat to move axially along the driving magnetic wheel assembly.

[0013] Furthermore, along the axial direction of the active magnetic wheel assembly, the second box body is at least partially recessed in a direction close to the first box body and forms a clamping space, the feeding device is located in the clamping space, the second box body is provided with a box body connecting part, the feeding device is provided with a driving connecting part, and the box body connecting part and the driving connecting part are detachably connected.

[0014] Further, the active magnetic wheel assembly further includes an elastic reset member, an annular sliding member, and a motor propulsion member. The active wheel disc seat includes an active reset plate. The elastic reset member is sleeved on the active rotating shaft, and the two ends of the elastic reset member respectively abut against the active reset plate and the positioning guide seat. The annular sliding member and the motor propulsion member are sequentially located between the active reset plate and the feeding device, and the feeding device drives the active wheel disc seat to move by pushing the motor propulsion member and the annular sliding member.

[0015] Further, the active wheel disc seat includes a wheel disc body and a wheel disc reset plate. The wheel disc body is detachably connected to the wheel disc body, and the positioning guide seat is located between the wheel disc body and the wheel disc reset plate. The active magnetic wheel assembly further includes a reset elastic member and a centrifugal driving member. The centrifugal driving member is located between the wheel disc body and the wheel disc reset plate and is rotatably connected to the positioning guide seat. The reset elastic member is sleeved on the active rotating shaft, and the two ends of the reset elastic member respectively abut against the positioning guide seat and the wheel disc reset plate.

[0016] A power assembly includes the transmission device according to any one of the foregoing items and an engine, and the transmission device is used for driving connection with the crankshaft of the engine.

[0017] The above-mentioned transmission device separates the active magnetic wheel assembly from the driven magnetic wheel assembly, and there is the above-mentioned gap between the active magnetic wheel assembly and the driven magnetic wheel assembly, so that the active magnetic wheel assembly and the driven magnetic wheel assembly can perform contactless transmission, avoiding wear of the active magnetic wheel assembly and the driven magnetic wheel assembly, and thus being beneficial to improving the service life of the transmission device. Description of the Drawings

[0018] Figure 1 It is a three-dimensional structural schematic diagram of the transmission device provided by the embodiment of the present application.

[0019] Figure 2 It is a partial exploded view of the gearbox and the transmission mechanism provided by the embodiment of the present application.

[0020] Figure 3 It is a top view of the transmission mechanism provided by the embodiment of the present application.

[0021] Figure 4 It is an exploded view of the active magnetic wheel assembly and the driven magnetic wheel assembly provided by the embodiment of the present application.

[0022] Figure 5 It is an exploded view of the gearbox, the feeding device, the moving magnetic wheel assembly and the driven magnetic wheel assembly provided by the embodiment of the present application.

[0023] Figure 6 It is an exploded view of the second box body, the feeding device, the motor propulsion member and the reset elastic member provided by the embodiment of the present application.

[0024] Figure 7Exploded view of the structure of the active magnetic wheel assembly provided by the embodiment of the present application.

[0025] Figure 8 Schematic perspective view of the three-dimensional structure of the powertrain provided by the embodiment of the present application.

[0026] Figure 9 Exploded view of a part of the powertrain provided by the embodiment of the present application. Detailed implementation manners

[0027] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the specific implementation manners of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application.

[0028] As Figure 1 and Figure 2 shown, a speed change device 100 is used for driving connection with the crankshaft 121 (see Figure 9 ) of the engine. The speed change device 100 includes a gearbox 116 and a speed change mechanism 13, and at least a part of the speed change mechanism 13 is located inside the gearbox 116.

[0029] As an implementation, the speed change mechanism 13 includes a driving magnetic wheel assembly 131 and a driven magnetic wheel assembly 132 located in the gearbox 116. The driving magnetic wheel assembly 131 can be connected to the crankshaft 121 and rotate synchronously with the crankshaft 121. The driving magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 are distributed along a preset straight line 101 direction and there is a gap 102 therebetween. The driven magnetic wheel assembly 132 can be coupled with the driving magnetic wheel assembly 131 and rotate with the driving magnetic wheel assembly 131. Specifically, the driving magnetic wheel assembly 131 can form a magnetic field by itself, and the driven magnetic wheel assembly 132 can also form a magnetic field by itself. When the magnetic field of the driving magnetic wheel assembly 131 approaches the magnetic field of the driven magnetic wheel assembly 132, a mutual acting force will be generated between the magnetic field of the driving magnetic wheel assembly 131 and the magnetic field of the driven magnetic wheel assembly 132, that is, the mutual coupling between the driven magnetic wheel assembly 132 and the driving magnetic wheel assembly 131 is realized. More specifically, when the crankshaft 121 rotates to drive the driving magnetic wheel assembly 131 to rotate, the magnetic field of the driving magnetic wheel assembly 131 changes from a stationary state to a rotating state, so that the magnetic field of the driven magnetic wheel assembly 132 will also rotate with the magnetic field of the driving magnetic wheel assembly 131. Through the above settings, the power of the crankshaft 121 can be transmitted to the driven magnetic wheel assembly 132 to realize the transmission of kinetic energy, and the driving magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 can work stably, which is beneficial to improving the working stability of the speed change mechanism 13; at the same time, there is the above-mentioned gap 102 between the driving magnetic wheel assembly 131 and the driven magnetic wheel assembly 132, so that the driving magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 can perform contactless transmission, avoiding the wear of the driving magnetic wheel assembly 131 and the driven magnetic wheel assembly 132, and thus being beneficial to improving the service life of the speed change mechanism 13.

[0030] Such as Figure 3As shown, in this embodiment, a transverse plane 103 perpendicular to a preset straight line 101 is defined. The projection of the active magnetic wheel assembly 131 on the transverse plane 103 along the direction of the preset straight line 101 is the active wheel projection, and the projection of the driven magnetic wheel assembly 132 on the transverse plane 103 along the direction of the preset straight line 101 is the driven wheel projection. The length of the overlapping area of the active wheel projection and the driven wheel projection along the axial direction of the active magnetic wheel assembly 131 is defined as the effective length L1. When the rotational speed of the crankshaft 121 increases, the effective length L1 increases, and the rotational speed of the driven magnetic wheel assembly 132 increases. When the rotational speed of the crankshaft 121 decreases, the effective length L1 decreases, and the rotational speed of the driven magnetic wheel assembly 132 decreases. Specifically, when the effective length L1 increases, the overlapping area of the magnetic field of the active magnetic wheel assembly 131 and the magnetic field of the driven magnetic wheel assembly 132 becomes larger, so as to increase the interaction force between the magnetic field of the active magnetic wheel assembly 131 and the magnetic field of the driven magnetic wheel assembly 132, thereby increasing the rotational speed of the driven magnetic wheel assembly 132. It can be understood that when the rotational speed of the active magnetic wheel assembly 131 remains unchanged, the rotational speed of the driven magnetic wheel assembly 132 can be increased by increasing the effective length L1. Similarly, when the effective length L1 decreases, the overlapping area of the magnetic field of the active magnetic wheel assembly 131 and the magnetic field of the driven magnetic wheel assembly 132 becomes smaller, so as to reduce the interaction force between the magnetic field of the active magnetic wheel assembly 131 and the magnetic field of the driven magnetic wheel assembly 132, thereby reducing the rotational speed of the driven magnetic wheel assembly 132. That is, when the rotational speed of the active magnetic wheel assembly 131 remains unchanged, the rotational speed of the driven magnetic wheel assembly 132 can be reduced by reducing the effective length L1. Through the above settings, the rotational speed of the driven magnetic wheel assembly 132 can be adjusted by adjusting the size of the effective length L1, so that the speed change mechanism 13 can adjust the output power, which is beneficial to improving the working efficiency of the speed change mechanism 13, and further beneficial to improving the working efficiency of the speed change device 100.

[0031] It should be noted that when the crankshaft 121 rotates at a low speed, the speed change mechanism 13 of the present application can avoid its own idling, that is, avoid the output power of the speed change mechanism 13 from being unstable due to the driven magnetic wheel assembly 132 being unable to respond to the transmission of the active magnetic wheel assembly 131 in time, which is beneficial to improving the working stability of the speed change mechanism 13, and further improving the working stability of the speed change device 100.

[0032] Such as Figure 5As shown, as an implementation, the active magnetic wheel assembly 131 includes an active wheel disc seat 1311 connected to the crankshaft 121 and an active permanent magnet 1312. The active permanent magnet 1312 is sleeved on the active wheel disc seat 1311 and connected to the active wheel disc seat 1311. The driven magnetic wheel assembly 132 includes a driven wheel disc seat 1321 and a driven permanent magnet 1322. The driven permanent magnet 1322 is sleeved on the driven wheel disc seat 1321 and connected to the driven wheel disc seat 1321. The driven permanent magnet 1322 is mutually coupled with the active permanent magnet 1312 and can rotate with the active permanent magnet 1312. Specifically, the active permanent magnet 1312 can form a magnetic field by itself, and the driven permanent magnet 1322 can also form a magnetic field by itself. When the magnetic field of the active permanent magnet 1312 approaches the magnetic field of the driven permanent magnet 1322, the magnetic fields of the active permanent magnet 1312 and the driven permanent magnet 1322 will interact with each other, that is, the mutual coupling between the active permanent magnet 1312 and the driven permanent magnet 1322 is realized. More specifically, the active wheel disc seat 1311 is fixedly connected to the crankshaft 121. The active wheel disc seat 1311 is used to support the active permanent magnet 1312 and is fixedly connected to the active permanent magnet 1312, so that the crankshaft 121 drives the active permanent magnet 1312 to rotate through the active wheel disc seat 1311, thereby realizing the rotation of the active magnetic wheel assembly 131. Further, the driven wheel disc seat 1321 is used to support the driven permanent magnet 1322 and is fixedly connected to the driven permanent magnet 1322. When the active permanent magnet 1312 rotates, the driven permanent magnet 1322 rotates with the active permanent magnet 1312, so that the driven wheel disc seat 1321 can rotate synchronously with the driven permanent magnet 1322. Through the above settings, the structures of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 can be optimized to reduce the mass of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132, which is beneficial to the lightweight of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132. At the same time, the active permanent magnet 1312 and the active wheel disc seat 1311 can be connected by means of threaded connection, welding or interference fit, etc. The driven permanent magnet 1322 and the driven wheel disc seat 1321 can also be connected by means of threaded connection, welding or interference fit, etc., which is beneficial to improving the structural stability of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132.

[0033] As Figure 4As shown, in this embodiment, there is the above-mentioned gap 102 between the active permanent magnet 1312 and the driven permanent magnet 1322, and the distance D1 of the gap 102 along the preset straight line 101 ranges from 0 mm to 0.5 mm. Further, the distance range D1 of the gap 102 along the preset straight line 101 ranges from 0.1 mm to 0.4 mm. More specifically, the distance range D1 of the gap 102 along the preset straight line 101 ranges from 0.2 mm to 0.3 mm. Through the above-mentioned setting, it is possible to avoid the interaction force between the magnetic field of the active permanent magnet 1312 and the magnetic field of the driven permanent magnet 1322 becoming smaller due to the distance D1 of the gap 102 along the preset straight line 101 being too large, so as to prevent the driven permanent magnet 1322 from being unable to rotate synchronously with the active permanent magnet 1312 or the rotation rate from becoming lower, which is beneficial to improving the transmission efficiency and working stability of the speed change mechanism 13; it is also possible to avoid interference between the active permanent magnet 1312 and the driven permanent magnet 1322 due to the distance D1 of the gap 102 along the preset straight line 101 being too small, so as to prevent damage to the active permanent magnet 1312 and the driven permanent magnet 1322, which is beneficial to improving the service life of the speed change mechanism 13.

[0034] As an implementation method, the active permanent magnet 1312 includes a plurality of active magnetic field blocks 1312a, and the plurality of active magnetic field blocks 1312a are distributed around the circumference of the active wheel disc seat 1311. The active magnetic field block 1312a includes an active output stage 1312b and an active input stage 1312c, and the active output stage 1312b is arranged opposite to the active input stage 1312c, and the active output stage 1312b and the active input stage 1312c are staggeredly connected on the active wheel disc seat 1311. Similarly, the driven permanent magnet 1322 includes a plurality of driven magnetic field blocks 1322a, and the plurality of driven magnetic field blocks 1322a are distributed around the circumference of the driven wheel disc seat 1321. The driven magnetic field block 1322a includes a driven output stage 1322b and a driven input stage 1322c, which are arranged opposite to each other and are staggeredly connected to the driven wheel disc seat 1321. Specifically, the active output stage 1312b and the active input stage 1312c both extend along the axial direction of the active magnetic wheel assembly 131, and when the active output stage 1312b of one of the active magnetic field blocks 1312a is aligned with the driven permanent magnet 1322, the active input stages 1312c of the two adjacent active permanent magnets 1312 are arranged to be aligned with the driven permanent magnet 1322, thereby realizing that the active output stage 1312b and the active input stage 1312c are staggeredly connected to the active wheel disc seat 1311. Similarly, the driven output stage 1322b and the driven input stage 1322c both extend along the axial direction of the active magnetic wheel assembly 131. When the driven output stage 1322b of one of the driven magnetic field blocks 1322a is aligned with the active permanent magnet 1312, the driven input stages 1322c of the two adjacent driven permanent magnets 1322 are aligned with the active permanent magnet 1312, thereby realizing that the driven output stage 1322b and the driven input stage 1322c are staggeredly connected on the driven wheel disc seat 1321. More specifically, the driven input stage 1322c and the active input stage 1312c attract each other, the driven input stage 1322c and the active output stage 1312b repel each other, the driven output stage 1322b and the active output stage 1312b attract each other, and the driven output stage 1322b and the active input stage 1312c repel each other. Through the above arrangement, the driven input stage 1322c can be driven alternately by the active output stage 1312b and the active input stage 1312c, and the driven output stage 1322b can also be driven alternately by the active output stage 1312b and the active input stage 1312c, so that the driven magnetic wheel assembly 132 can stably receive the driving force of the active magnetic wheel assembly 131, which is beneficial to improve the transmission stability of the speed change mechanism 13.

[0035] As another implementation, the active output stage 1312b of the active magnetic field block 1312a is connected to the active turntable seat 1311, and the active input stage 1312c of the active magnetic field block 1312a is arranged opposite to the driven permanent magnet 1322, or the active input stage 1312c of the active magnetic field block 1312a is connected to the active turntable seat 1311, and the active output stage 1312b of the active magnetic field block 1312a is arranged opposite to the driven permanent magnet 1322. Similarly, the driven output stage 1322b of the driven magnetic field block 1322a is connected to the driven turntable seat 1321, and the driven input stage 1322c of the driven magnetic field block 1322a is arranged opposite to the active permanent magnet 1312, or the driven input stage 1322c of the driven magnetic field block 1322a is connected to the driven turntable seat 1321, and the driven output stage 1322b of the driven magnetic field block 1322a is arranged opposite to the active permanent magnet 1312. Through the above settings, the cooperation modes of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 can be increased, and different cooperation modes can be selected according to the actual situation, which is beneficial to improving the functional diversity of the speed change mechanism 13.

[0036] As another implementable embodiment, both the active permanent magnet 1312 and the driven permanent magnet 1322 can be set as a complete permanent magnet, so as to improve the structural strength of the active permanent magnet 1312 and the driven permanent magnet 1322, and further improve the structural stability of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132.

[0037] Such as Figure 5As shown, as an implementation, the active magnetic wheel assembly 131 further includes an active rotating shaft 1313 fixedly connected to the crankshaft 121 and a positioning and guiding seat 1314 fixedly connected to the active rotating shaft 1313. The active wheel disc seat 1311 is sleeved on the active rotating shaft 1313 and is slidably connected to the active rotating shaft 1313. The active wheel disc seat 1311 is snap-connected to the positioning and guiding seat 1314 so that the positioning and guiding seat 1314 drives the active wheel disc seat 1311 to rotate. Specifically, an assembly space 104 is formed inside the active wheel disc seat 1311. The active wheel disc seat 1311 includes a plurality of guiding and sliding portions 1311a located in the assembly space 104. The positioning and guiding seat 1314 is located in the assembly space 104 and includes a positioning and guiding portion 1314a. The positioning and guiding portion 1314a is located between two adjacent guiding and sliding portions 1311a and abuts against both of them. Moreover, the positioning and guiding portion 1314a is also slidably connected to two adjacent guiding and sliding portions 1311a along the axial direction of the active magnetic wheel assembly 131. Through the above arrangement, the power of the crankshaft 121 is transmitted to the positioning and guiding seat 1314 through the active rotating shaft 1313. The positioning and guiding seat 1314 can deliver the power to the active wheel disc seat 1311 to realize the rotation of the active magnetic wheel assembly 131. At the same time, the active wheel disc seat 1311 and the positioning and guiding seat 1314 can slide along the axial direction of the active magnetic wheel assembly 131. Therefore, the sliding of the active magnetic wheel assembly 131 can also be realized, thereby adjusting the size of the effective length L1, and further improving the working efficiency of the speed change mechanism 13.

[0038] As an implementation, the transmission 116 includes a first box body 1161a and a second box body 1161b connected to each other. The first box body 1161a is connected to the crankcase 114, and the second box body 1161b is connected to the side of the first box body 1161a away from the crankcase 114. The speed change mechanism 13 further includes a feeding device 133 connected to the second box body 1161b. The feeding device 133 at least partially passes through the second box body 1161b and is connected to the active wheel disc seat 1311. Among them, the feeding device 133 itself has a telescopic function, and the feeding device 133 can drive the active wheel disc seat 1311 to move along the axial direction of the active magnetic wheel assembly 131. Specifically, the feeding device 133 includes a telescopic portion 1331. The telescopic portion 1331 can extend along the axial direction of the active magnetic wheel assembly 131. The telescopic portion 1331 is connected to the active wheel disc seat 1311 to realize the driving of the movement of the active wheel disc seat 1311. Through the above arrangement, the feeding device 133 can increase the moving speed of the active wheel disc seat 1311, which is beneficial to improving the working efficiency of the active magnetic wheel assembly 131. At the same time, the feeding device 133 has high precision, and thus is also beneficial to improving the working accuracy of the speed change mechanism 13.

[0039] As Figure 5 and Figure 6As shown, in this embodiment, along the axial direction of the active magnetic wheel assembly 131, at least a part of the second box body 1161b is recessed towards the direction close to the first box body 1161a to form a clamping space 105. The feeding device 133 is located in the clamping space 105. A box body connecting portion 1161c is provided on the second box body 1161b, and a driving connecting portion 1332 is provided on the feeding device 133. The box body connecting portion 1161c and the driving connecting portion 1332 are detachably connected. Specifically, a circular through hole 1161d extending along the axial direction of the active magnetic wheel assembly 131 is further formed on the box body connecting portion 1161c. At least a part of the telescopic portion 1331 passes through the circular through hole 1161d and is connected to the active wheel disc seat 1311. A plurality of box body positioning holes 1161e are further formed on the box body connecting portion 1161c. The plurality of box body positioning holes 1161e are arranged around the circular through hole 1161d. A driving positioning hole 1333 corresponding to the box body positioning hole 1161e is formed on the driving connecting portion 1332. The driving positioning hole 1333 and the box body positioning hole 1161e are detachably connected through fasteners. Through the above settings, the connection strength between the feeding device 133 and the second box body 1161b can be improved, thereby improving the structural stability of the speed change mechanism 13. At the same time, the clamping space 105 is used to protect the feeding device 133, which is beneficial to improving the service life of the feeding device 133.

[0040] As an implementation, the active magnetic wheel assembly 131 further includes an elastic reset member 1315, an annular sliding member 1316, and a motor propulsion member 1317. The active wheel disc seat 1311 includes an active reset plate 1311b. The elastic reset member 1315 is sleeved on the active rotating shaft 1313, and both ends of the elastic reset member 1315 are respectively abutted against the active reset plate 1311b and the positioning and guiding seat 1314. The annular sliding member 1316 and the motor propulsion member 1317 are sequentially located between the active reset plate 1311b and the feeding device 133. The feeding device 133 drives the active wheel disc seat 1311 to move by pushing the motor propulsion member 1317 and the annular sliding member 1316. Specifically, the active reset plate 1311b is connected to one end of the guiding and sliding portion 1311a close to the second housing 1161b. The elastic reset member 1315 is axially located between the active reset plate 1311b and the positioning and guiding seat 1314 of the active magnetic wheel assembly 131. The telescopic portion 1331 is connected to the motor propulsion member 1317. The side of the motor propulsion member 1317 away from the telescopic portion 1331 is abutted against the annular sliding member 1316. The side of the annular sliding member 1316 away from the motor propulsion member 1317 is abutted against the active reset plate 1311b. The annular sliding member 1316 itself is provided with a plurality of pulleys 1316a. Therefore, the annular sliding member 1316 can avoid friction between the active reset plate 1311b and the motor propulsion member 1317 during the rotation process, which is beneficial to protecting the service life of the motor propulsion member 1317 and the feeding device 133. At the same time, when the feeding device 133 drives the active wheel disc seat 1311 to move axially along the active magnetic wheel assembly 131, the elastic reset member 1315 is compressed and deformed to form a deformation force. When the feeding device 133 stops working on the active wheel disc seat 1311, the active wheel disc seat 1311 can return to its original position under the elastic force of the elastic reset member 1315. Furthermore, the working stability of the active wheel disc seat 1311 can be improved through the elastic reset member 1315. Through the above settings, the elastic reset member 1315 and the feeding device 133 cooperate with each other to realize the adjustment of the effective length L1, which is beneficial to improving the working efficiency of the speed change mechanism 13.

[0041] In this embodiment, the motor propulsion member 1317 extends at least partially along the axial direction of the active magnetic wheel assembly 131 and is formed with a propulsion boss 1317a. A first limiting hole 1317b and a second limiting hole 1317c that extend along the axial direction of the active magnetic wheel assembly 131 are formed in the propulsion boss 1317a. The first limiting hole 1317b is used for clamping the telescopic part 1331, and at least a part of the end of the active rotating shaft 1313 close to the second housing 1161b is located in the second limiting hole 1317c. Through the above arrangement, the first limiting hole 1317b can improve the connection strength between the propulsion boss 1317a and the telescopic part 1331, and the second limiting hole 1317c can prevent interference between the active rotating shaft 1313 and the propulsion boss 1317a, which is beneficial to improving the comprehensiveness of the functions of the motor propulsion member 1317, and further beneficial to improving the connection stability of the motor propulsion member 1317, the feeding device 133, and the active rotating shaft 1313.

[0042] As Figure 7As shown in the figure, as another implementation method, the driving pulley seat 1311 includes a pulley body 1311c and a pulley reset plate 1311d detachably connected to the pulley body 1311c. The positioning and guiding seat 1314 is located between the pulley body 1311c and the pulley reset plate 1311d. The driving magnetic wheel assembly 131 further includes a reset elastic member 1318 and a centrifugal driving member 1319. The centrifugal driving member 1319 is located between the pulley body 1311c and the pulley reset plate 1311d and is rotatably connected to the positioning and guiding seat 1314. The reset elastic member 1318 is sleeved on the driving rotating shaft 1313, and both ends of the reset elastic member 1318 are respectively abutted against the positioning and guiding seat 1314 and the pulley reset plate 1311d. Specifically, the driving permanent magnet 1312 surrounds the pulley body 1311c and is fixedly connected to the pulley body 1311c. The positioning and guiding seat 1314 abuts against the pulley body 1311c, so that the crankshaft 121 drives the pulley body 1311c and the driving permanent magnet 1312 to rotate through the positioning and guiding seat 1314. Among them, the positioning and guiding seat 1314 is also slidably connected to the pulley body 1311c, so that the driving permanent magnet 1312 can slide along the axial direction of the driving magnetic wheel assembly 131. More specifically, when the rotational speed of the crankshaft 121 increases, the centrifugal driving member 1319 rotates with the positioning and guiding seat 1314 under the action of its own gravity to increase the distance between the pulley body 1311c and the positioning and guiding seat 1314. At the same time, the distance between the positioning and guiding seat 1314 and the pulley reset plate 1311d decreases, so that the reset elastic member 1318 is in a compressed state, thereby increasing the effective length L1. When the rotational speed of the crankshaft 121 decreases, the elastic force of the reset elastic member 1318 is greater than the thrust of the centrifugal driving member 1319 on the positioning and guiding seat 1314 to decrease the distance between the pulley body 1311c and the positioning and guiding seat 1314. At the same time, the distance between the positioning and guiding seat 1314 and the pulley reset plate 1311d increases, so that the reset elastic member 1318 is released from the compressed state, thereby decreasing the effective length L1. Through the above settings, the reset elastic member 1318 and the centrifugal driving member 1319 can adjust the size of the effective length L1 according to different rotational speeds of the crankshaft 121, which is beneficial to improving the working efficiency of the driving magnetic wheel assembly 131 and further improving the working efficiency of the speed change mechanism 13.

[0043] As Figure 3As shown, in this embodiment, the length range of the effective length L1 along the axial direction of the active magnetic wheel assembly 131 is from 15 mm to 55 mm. Specifically, the length range of the effective length L1 along the axial direction of the active magnetic wheel assembly 131 is from 25 mm to 45 mm. More specifically, the length range of the effective length L1 along the axial direction of the active magnetic wheel assembly 131 is from 30 mm to 40 mm. Through the above settings, it is possible to avoid the excessive volume of the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 caused by the too large length range of the effective length L1 along the axial direction of the active magnetic wheel assembly 131, so as to prevent the speed change mechanism 13 from occupying a large space in the transmission 116, thereby being beneficial to improving the working efficiency of the powertrain 100; and it is also possible to avoid the decrease in the interaction force between the active magnetic wheel assembly 131 and the driven magnetic wheel assembly 132 caused by the too small length range of the effective length L1 along the axial direction of the active magnetic wheel assembly 131, so as to prevent the driven magnetic wheel assembly 132 from not being able to rotate synchronously with the active magnetic wheel assembly 131 or the rotation speed from becoming lower, and further being beneficial to improving the transmission efficiency and working stability of the speed change mechanism 13.

[0044] As Figure 8 and Figure 9Shows a powertrain 200, which includes a housing 11, a crank connecting rod mechanism 12, a transmission device, a valve train 14, a starting mechanism 15 and a lubrication mechanism 16. The housing 11 constitutes the basic framework of the powertrain 200. An accommodation space 106 is formed inside the housing 11, and the accommodation space 106 is used to accommodate and protect the internal components of the powertrain 200. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, and an oil pan 115. 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 accommodation space 106 is basically formed by the mutual connection of the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, and the oil pan 115. 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 device includes a gearbox 116 and a transmission mechanism 13. The gearbox 116 is connected to the crankcase 114, and the transmission mechanism 13 is located inside the gearbox 116. The transmission mechanism 13 is drivingly connected to the crankshaft 121. The valve train 14 is at least partially disposed in the accommodation space 106, 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. The lubrication mechanism 16 is at least partially located inside the oil pan 115. The lubrication mechanism 16 is disposed through the cylinder head 112, the cylinder block 113, and the crankcase 114 to achieve lubrication of the internal components of the housing 11. When the powertrain 200 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 200. 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 200 is composed of the bottom of the cylinder head 112 and the top of the cylinder block 113. The crankshaft 121 is connected to the connecting rod assembly 122, and the movement of the connecting rod assembly 122 can drive the crankshaft 121 to move, so that the crank connecting rod mechanism 12 can output power. To clearly illustrate the technical solution of this application, the following is also defined as Figure 8The front, rear, left, right, top and bottom are shown. It can be understood that the front-to-back direction in the embodiment of the present application refers to the length direction of the powertrain 200, the left-right direction refers to the width direction of the powertrain 200, and the up-down direction refers to the height direction of the powertrain 200. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder body 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 body 113 is arranged on the upper side of the crankcase 114, the cylinder head 112 is arranged on the upper side of the cylinder body 113, and the cylinder head cover 111 is arranged on the upper side of the cylinder head 112. It should be noted that the axial direction of the active magnetic wheel assembly 131 is parallel to the width direction of the powertrain 200, and the direction of the preset straight line 101 is parallel to the length direction of the powertrain 200. Further, the gearbox 116 is located on the left or right side of the crankcase 114 along the length direction of the power assembly 200, the crankshaft 121 is at least partially located in the crankcase 114 and is rotatably connected to the crankcase 114, and the crankshaft 121 is also at least partially located in the gearbox 116. Among them, the speed change mechanism 13 is at least partially located in the gearbox 116 and is in driving connection with the crankshaft 121.

[0045] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. A speed change device, used for driving connection with a crankshaft of an engine, the speed change device comprising: Gearbox; a speed change mechanism, the speed change mechanism being at least partially located within the gearbox; It is characterized in that The speed change mechanism comprises an active magnetic wheel assembly and a driven magnetic wheel assembly located in the gearbox, the active magnetic wheel assembly can be connected to the crankshaft and rotate synchronously with the crankshaft, the active magnetic wheel assembly and the driven magnetic wheel assembly are distributed along a preset straight line direction and there is a gap, the driven magnetic wheel assembly and the active magnetic wheel assembly are coupled to each other and can rotate with the active magnetic wheel assembly; A transverse plane perpendicular to the preset straight line is defined, the projection of the active magnetic wheel assembly on the transverse plane along the preset straight line direction is the active wheel projection, the projection of the driven magnetic wheel assembly on the transverse plane along the preset straight line direction is the driven wheel projection, the length of the overlapping area of the active wheel projection and the driven wheel projection along the axial direction of the active magnetic wheel assembly is defined as the effective length, when the rotation speed of the crankshaft increases, the effective length increases, and the rotation speed of the driven magnetic wheel assembly increases, when the rotation speed of the crankshaft decreases, the effective length decreases, and the rotation speed of the driven magnetic wheel assembly decreases.

2. The speed change device according to claim 1, characterized in that: The active magnetic wheel assembly includes an active wheel disc seat and an active permanent magnet, wherein the active wheel disc seat is connected to the crankshaft, and the active permanent magnet is sleeved on the active wheel disc seat and connected to the active wheel disc seat; the driven magnetic wheel assembly includes a driven wheel disc seat and a driven permanent magnet, wherein the driven permanent magnet is sleeved on the driven wheel disc seat and connected to the driven wheel disc seat; the driven permanent magnet is coupled to the active permanent magnet and can rotate with the active permanent magnet.

3. The speed change device according to claim 2, characterized in that: There is a gap between the active permanent magnet and the driven permanent magnet, and the distance of the gap along the preset straight line direction ranges from 0 mm to 0.5 mm; The effective length along the axial direction of the active magnetic wheel assembly ranges from 15 mm to 55 mm.

4. The speed change device according to claim 3, characterized in that: The active permanent magnet includes a plurality of active magnetic field blocks, and the plurality of active magnetic field blocks are distributed around the circumference of the active wheel disc seat; the active magnetic field block includes an active output stage and an active input stage, and the active output stage and the active input stage are connected alternately on the active wheel disc seat; the driven permanent magnet includes a plurality of driven magnetic field blocks, and the plurality of driven magnetic field blocks are distributed around the circumference of the driven wheel disc seat; the driven magnetic field block includes a driven output stage and a driven input stage, and the driven output stage and the driven input stage are connected alternately on the driven wheel disc seat.

5. The speed change device according to claim 2, characterized in that: The active magnetic wheel assembly further includes an active rotating shaft and a positioning and guiding seat. The active rotating shaft can be fixedly connected to the crankshaft. The positioning and guiding seat is fixedly connected to the active rotating shaft. The active wheel disc seat is sleeved on the active rotating shaft and is slidably connected to the active rotating shaft. The active wheel disc seat is snap-connected to the positioning and guiding seat so that the positioning and guiding seat drives the active wheel disc seat to rotate.

6. The speed change device according to claim 5, wherein the gearbox includes a first box body and a second box body which are connected to each other. The first box body is connected to the crankcase, and the second box body is connected to a side of the first box body away from the crankcase. The speed change mechanism further includes a feeding device which is connected to the second box body. The feeding device at least partially passes through the second box body and is connected to the active wheel disc seat. The feeding device can drive the active wheel disc seat to move axially along the active magnetic wheel assembly.

7. The speed change device according to claim 6, wherein along the axial direction of the active magnetic wheel assembly, at least a part of the second box body is recessed towards the direction close to the first box body to form a snap-connection space. The feeding device is located in the snap-connection space. A box body connection part is provided on the second box body, and a driving connection part is provided on the feeding device. The box body connection part and the driving connection part are detachably connected.

8. The speed change device according to claim 6, wherein the active magnetic wheel assembly further includes an elastic resetting member, an annular sliding member and a motor pushing member. The active wheel disc seat includes an active resetting plate. The elastic resetting member is sleeved on the active rotating shaft, and two ends of the elastic resetting member respectively abut against the active resetting plate and the positioning and guiding seat. The annular sliding member and the motor pushing member are sequentially located between the active resetting plate and the feeding device. The feeding device drives the active wheel disc seat to move by pushing the motor pushing member and the annular sliding member.

9. The speed change device according to claim 5, wherein the active wheel disc seat includes a wheel disc body and a wheel disc resetting plate which are detachably connected to each other. The positioning and guiding seat is located between the wheel disc body and the wheel disc resetting plate. The active magnetic wheel assembly further includes a resetting elastic member and a centrifugal driving member. The centrifugal driving member is located between the wheel disc body and the wheel disc resetting plate and is rotatably connected to the positioning and guiding seat. The resetting elastic member is sleeved on the active rotating shaft, and two ends of the resetting elastic member respectively abut against the positioning and guiding seat and the wheel disc resetting plate.

10. A power assembly, wherein the power assembly includes the speed change device according to any one of claims 1 to 9 and an engine. The speed change device is used for being in transmission connection with the crankshaft of the engine.

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