Power unit and vehicle

Abstract

The utility model relates to the technical field of vehicle power devices, and provides a power unit and a vehicle, the power unit comprises a V-shaped engine and a generator arranged on the V-shaped engine, the upper part of the V-shaped engine is provided with a V-shaped groove, and the generator is arranged in the V-shaped groove. According to the power unit, the generator is arranged in the V-shaped groove in the upper portion of the V-shaped engine, the installation position of the generator can be raised, and therefore when a vehicle wades into water, the generator can be prevented from being damaged by water and sediment, the possibility that faults occur in the generator due to invasion of water and sediment is reduced, and the service life of the generator is prolonged. And normal operation of the generator can be ensured.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power unit technology, and in particular to a power unit. Furthermore, this utility model also relates to a vehicle equipped with this power unit. Background Technology

[0002] The alternator in a car is a core component of the vehicle's electrical system. It is responsible for converting the engine's mechanical energy into electrical energy to power all the vehicle's electrical equipment and maintain the battery's charge. The alternator is usually located at the front of the engine, which facilitates its connection to the engine's crankshaft drive. Through the crankshaft pulley and belt, the alternator is driven to rotate, thus converting mechanical energy into electrical energy.

[0003] This layout makes the generator highly vulnerable to damage when the vehicle encounters severe weather conditions, especially when driving through water or during heavy rain.

[0004] Once the water depth exceeds the vehicle's undercarriage protection height, the turbid water carrying mud, sand, and debris will overflow the generator. After being attacked by water and mud, the generator's delicate internal circuits, coils, and other components will be damaged or short-circuited, which will seriously affect the generator's normal operation. Utility Model Content

[0005] In view of this, the present invention aims to provide a power unit to facilitate the normal operation of the generator.

[0006] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0007] A power unit includes a V-type engine and a generator mounted on the V-type engine;

[0008] The upper part of the V-type engine is provided with a V-shaped groove, and the generator is installed in the V-shaped groove.

[0009] Furthermore, the generator's motor shaft is connected to the crankshaft of the V-type engine, and the crankshaft can drive the motor shaft to rotate, thereby enabling the generator to generate electricity.

[0010] Furthermore, the axial direction of the motor shaft is consistent with the extending direction of the bottom of the V-groove.

[0011] Furthermore, the sidewall of the V-groove is provided with a protrusion that protrudes into the V-groove, and the generator is provided with a connecting part. The generator is connected to the protrusion through the connecting part, and both the protrusion and the connecting part extend along the extension direction of the bottom of the V-groove.

[0012] Furthermore, the V-type engine is equipped with a rotatable guide wheel, the crankshaft and the motor shaft are connected by belt drive, and the belt is arranged to wrap around the guide wheel.

[0013] Furthermore, the guide wheel includes a first guide wheel and a second guide wheel rotatably mounted on the V-type engine, and the belt sequentially passes around the crankshaft, the first guide wheel, the motor shaft and the second guide wheel.

[0014] Furthermore, the included angle between the two sidewalls of the V-groove is between 80° and 100°.

[0015] Furthermore, in the extending direction of the bottom of the V-shaped groove, the bottom of the V-shaped groove is gradually inclined downward from the first end to the second end.

[0016] Furthermore, it also includes two turbochargers located within the V-groove;

[0017] The generator is arranged close to the first end, and the two turbochargers are located at the same end of the generator.

[0018] Compared with the prior art, this utility model has the following advantages:

[0019] (1) The power unit described in this utility model, by arranging the generator in the V-shaped groove on the upper part of the V-type engine, can create a relatively safe installation space for the generator. Compared with other parts of the vehicle that may be directly washed by rain or water accumulation, the environment inside the V-shaped groove is drier. In addition, the setting of the V-shaped groove can raise the installation position of the generator, thereby preventing the generator from being damaged by water and mud when the vehicle is wading through water, reducing the possibility of failure of the generator due to water and mud intrusion, and thus ensuring the normal operation of the generator.

[0020] (2) By connecting the generator's motor shaft and the V-type engine's crankshaft, the power of the V-type engine can be directly used to drive the generator. The crankshaft is a key component of the V-type engine's rotational motion, with stable and continuous power output. After being connected to the motor shaft, it can efficiently transfer the mechanical energy of the V-type engine to the generator, reduce energy loss during power transmission, and improve power generation efficiency. At the same time, this transmission connection method makes the power unit's structure more compact and reasonable, reducing additional transmission devices and complex connection structures. This not only helps save space but also reduces the weight and complexity of the entire power unit, thereby improving the overall performance and space utilization of the vehicle.

[0021] (3) By aligning the axial direction of the motor shaft with the extension direction of the bottom of the V-groove, the generator can better adapt to the V-groove structure of the V-type engine, effectively utilize the space within the V-groove, and make the force on the generator more uniform and stable during operation. Simultaneously, because the axial direction of the motor shaft aligns with the extension direction of the groove bottom, the torque and force generated by the generator during operation can be more rationally distributed within the V-groove, avoiding localized wear or deformation caused by uneven force distribution, thereby improving the reliability and service life of the power unit.

[0022] (4) The protrusions and connecting parts provide a clear positioning reference for generator installation, facilitating accurate installation by personnel and improving installation efficiency. Furthermore, since both the protrusions and connecting parts extend along the bottom of the slot, they evenly distribute vibration and torque loads during generator operation across the entire connection area, preventing localized stress concentration and enhancing the structural strength and durability of the connection. Simultaneously, this structural design increases the connection area between the generator and the V-type engine, making the generator installation more stable and effectively reducing vibration and sway during operation, thereby improving the overall reliability and stability of the power unit.

[0023] (5) By setting a rotatable guide wheel, the belt changes its transmission direction as it passes around the guide wheel, making the belt path more closely match the spatial structure of the V-type engine, avoiding interference with the V-type engine body or external components, and ensuring the rationality and safety of the transmission system layout. Furthermore, using the guide wheel as a rotatable driven component generates rolling friction when in contact with the belt, reducing wear between the belt and the guide wheel and extending the belt's service life. Simultaneously, the guide wheel guides the belt's direction rationally, ensuring a uniform distribution of tension during transmission, preventing slippage caused by belt slack or excessive bending, thereby improving transmission efficiency and stability.

[0024] (6) The belt is sequentially routed around the crankshaft, the first guide pulley, the motor shaft, and the second guide pulley. In this structure, the first guide pulley and the second guide pulley are positioned upstream and downstream of the motor shaft, respectively, so that the belt is bidirectionally constrained by the guide pulleys on both sides when it travels around the motor shaft. This layout helps to prevent the belt from shifting laterally or swaying during transmission. Especially when the V-type engine is running at high speed, it can avoid problems such as slippage, tooth skipping, or separation from the transmission path caused by belt wobbling, thereby improving the stability and reliability of the transmission system.

[0025] (7) The included angle between the two sidewalls of the V-groove is set between 80° and 100°. This angle range ensures that a large-power generator can be reasonably embedded in the V-groove, making full use of the geometric space on top of the V-engine and achieving a compact structure. Furthermore, the included angle of 80°-100° is close to the rigid structural angle of the V-engine body, which can avoid stress concentration on the sidewalls of the groove, improve the overall rigidity of the V-engine and generator combination, and reduce the risk of resonance during operation.

[0026] (8) In the extension direction of the bottom of the V-shaped groove, by gradually tilting the bottom of the groove downward from the first end to the second end, the liquid can be made to flow from the first end of the bottom of the groove to the lower second end by gravity, thereby avoiding the corrosion of parts or lubrication failure caused by liquid stagnation.

[0027] (9) By placing the two turbochargers in the V-groove, the space at the top of the V-type engine can be fully utilized, avoiding the need for additional external space and making the power unit structure more compact. Furthermore, by arranging the generator in the high-position area of ​​the V-groove (i.e., the first end) and the two turbochargers close to the second end, the engine can be kept away from the high-temperature and high-vibration areas of the turbochargers, thereby reducing the heat radiation directly acting on the generator and helping to extend the service life of the generator.

[0028] Another objective of this invention is to provide a vehicle equipped with the power unit described above.

[0029] The vehicle and thermal management system described in this utility model have the same beneficial effects as the prior art, and will not be described in detail here. Attached Figure Description

[0030] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0031] Figure 1 This is an exemplary overall structural diagram of the power unit described in Embodiment 1 of this utility model;

[0032] Figure 2 This is a schematic diagram of the assembly between the generator and the engine cylinder block as described in Embodiment 1 of this utility model;

[0033] Figure 3 This is a schematic diagram of the cylinder block of the engine described in Embodiment 1 of this utility model;

[0034] Figure 4 This is a partial left view of an exemplary power unit according to Embodiment 1 of this utility model;

[0035] Figure 5 This is an exemplary partial top view of the power unit described in Embodiment 1 of this utility model;

[0036] Figure 6 This is a partial right view of an exemplary power unit according to Embodiment 1 of this utility model;

[0037] Figure 7 This is an exemplary partial cross-sectional view of the power unit described in Embodiment 1 of this utility model.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. V-type engine; 2. Generator; 3. V-groove; 5. Turbocharger; 6. Clamp;

[0040] 101. Cylinder block; 102. Cylinder head; 103. Cylinder head cover; 104. Exhaust manifold;

[0041] 11. Crankshaft; 111. Drive wheel; 12. Guide wheel; 12A. First guide wheel; 12B. Second guide wheel;

[0042] 21. Motor shaft; 22. Connecting block;

[0043] 31. Protrusion; 311. Protrusion; 312. Connecting hole; 32. First end; 33. Second end;

[0044] 41. Connector; 42. Belt;

[0045] 51. Compressor inlet pipe; 52. Compressor outlet pipe; 53. Oil inlet pipe; 54. Drive connecting rod; 55. Turbine inlet pipe; 56. Turbine outlet pipe; 57. Oil outlet pipe; 58. Oil inlet;

[0046] 531. Main oil inlet pipe; 532. Branch oil inlet pipe; 5311. Protective sleeve;

[0047] α, included angle; b, plumb line; c, common perpendicular. Detailed Implementation

[0048] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0049] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0050] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0051] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] Example 1

[0053] The alternator in a car is a core component of the vehicle's electrical system, responsible for converting the engine's mechanical energy into electrical energy to power all the vehicle's electrical equipment and maintain the battery's charge. In existing technology, the alternator 2 is typically located at the front of the engine block, a relatively low position. Therefore, when driving through flooded areas, the rising water and mud it carries can easily overflow the alternator, causing water to infiltrate the pulley bearings. This water emulsifies with the lubricating grease inside the bearings, leading to a decrease or even complete loss of the grease's lubricating properties. Bearings without effective lubrication not only experience surface corrosion but also emit harsh, abnormal noises during operation.

[0054] Furthermore, conductive foreign objects mixed in with muddy water can easily cause short circuits if they enter the generator, leading to carbon brush sticking and hindering normal operation. Additionally, foreign objects entering the gap between the stator and rotor can cause interference, producing loud abnormal noises. Moreover, if water enters the rotor, it can be damaged by corrosion, significantly shortening the generator's lifespan.

[0055] This embodiment relates to a power unit that can reduce the risk of damage to the generator from water, mud, etc., and help ensure the normal operation of the generator.

[0056] In terms of overall structure, combined Figures 1 to 3As shown in the figure, the power unit of this embodiment includes a V-type engine 1 and a generator 2 disposed on the V-type engine 1. The upper part of the V-type engine 1 is provided with a V-shaped groove 3, and the generator 2 is installed in the V-shaped groove 3.

[0057] It should be noted that the upper part of the V-type engine 1 refers to the upper part in the vertical direction of the entire vehicle. In this embodiment, by arranging the generator 2 in the V-shaped groove 3 on the upper part of the V-type engine 1, a relatively safe installation space can be created for the generator 2. Compared with other parts of the vehicle that may be directly washed by rain or water, the environment inside the V-shaped groove 3 is drier. Furthermore, the setting of the V-shaped groove 3 can raise the installation position of the generator 2, thereby preventing the generator 2 from being damaged by water and mud when the vehicle is wading through water, reducing the possibility of failure of the generator 2 due to water and mud intrusion, and thus ensuring the normal operation of the generator 2.

[0058] Furthermore, placing the generator 2 within the V-groove 3 of the V-type engine 1 is a rational use of the power unit space. This layout allows for a more compact installation of the generator 2 and a tighter integration with the V-type engine 1. In complex operating conditions such as severe weather, this compact and stable installation method better resists the impact of the external environment on the generator 2, enhancing the stability of the power unit structure and optimizing the overall layout of the power unit.

[0059] In the specific structure, cylinders are usually provided on both sides of the V-type engine 1, and a V-shaped space is formed between the two cylinders, namely the V-shaped groove 3 mentioned above. The generator 2 is installed in the V-shaped groove 3. Compared with the traditional side-mounted scheme, the space occupied by the generator 2 in the crankshaft axis can be reduced, so that other components (such as batteries, air filters, hydraulic pumps, cooling pipes, etc.) can be arranged, which helps to save the utilization rate of the engine compartment space.

[0060] It is worth mentioning that the V-type engine 1 in this embodiment can be configured with reference to the structure in the prior art, for example... Figure 1 As shown, the upper part of the cylinder body 101 is provided with two cylinder heads 102, and the two cylinder heads 102 are respectively provided with cylinder head covers 103. The two cylinder heads 102, the two cylinder head covers 103 and the cylinder body 101 form a V-shaped groove 3.

[0061] Based on the above overall introduction, in this embodiment, as a preferred implementation, such as Figure 1 As shown, the motor shaft 21 of the generator 2 is connected to the crankshaft 11 of the V-type engine 1. The crankshaft 11 can drive the motor shaft 21 to rotate, thereby enabling the generator 2 to generate electricity.

[0062] Here, by connecting the motor shaft 21 of the generator 2 and the crankshaft 11 of the V-type engine 1, the power of the V-type engine 1 can be directly used to drive the generator 2. The crankshaft 11 is a key component in the rotational motion of the V-type engine 1, which has a stable and continuous power output. After being connected to the motor shaft 21, the mechanical energy of the V-type engine 1 can be efficiently transferred to the generator 2, reducing energy loss in the power transmission process and improving power generation efficiency.

[0063] At the same time, this transmission connection method makes the power unit structure more compact and reasonable, reducing additional transmission devices and complex connection structures. This not only saves space but also reduces the weight and complexity of the entire power unit, thereby improving the overall performance and space utilization of the vehicle.

[0064] Specifically, in one layout design of the vehicle powertrain, the crankshaft 11 of the V-type engine 1 and the motor shaft 21 of the generator 2 are axially aligned along the length of the vehicle. This arrangement ensures that the rotation axis of the power components is aligned with the longitudinal axis of the vehicle. By arranging the crankshaft 11 and the motor shaft 21 longitudinally, the spatial layout of the powertrain can be effectively optimized, facilitating the coaxial connection of the V-type engine 1, the electric motor, and transmission components such as the gearbox and drive shaft. This reduces angular deviations and energy losses during power transmission, thereby improving transmission efficiency.

[0065] In practical implementation, the operation of generator 2 causes crankshaft 11 to rotate, and through the transmission connection between motor shaft 21 and crankshaft 11, motor shaft 21 of generator 2 rotates, thereby driving generator 2 to generate electricity. It is worth mentioning that the transmission connection between motor shaft 21 and crankshaft 11 can refer to the methods in the prior art, such as gear transmission, chain transmission, or synchronous belt transmission.

[0066] Furthermore, considering the space utilization rate within the V-groove 3, in this embodiment, as a preferred implementation, such as... Figure 2 As shown, the axial direction of the motor shaft 21 is aligned with the extending direction of the bottom of the V-groove 3. It should be noted that the extending direction of the groove bottom is also... Figure 2 The directions shown are front and back; front refers to the direction towards the front of the vehicle, and back refers to the direction towards the rear of the vehicle.

[0067] Here, by aligning the axial direction of the motor shaft 21 with the extension direction of the bottom of the V-groove 3, the generator 2 can better adapt to the structure of the V-groove 3 of the V-type engine 1, effectively utilize the space within the V-groove 3, and make the force on the generator 2 more uniform and stable during operation.

[0068] Meanwhile, since the axial direction of the motor shaft 21 is consistent with the extension direction of the bottom of the V-groove 3, the torque and force generated by the generator 2 during operation can be more reasonably distributed in the V-groove 3, avoiding local wear or deformation caused by uneven force, thereby improving the reliability and service life of the power unit.

[0069] Furthermore, in order to improve the installation efficiency of generator 2, in this embodiment, as follows: Figure 2 As shown, the side wall of the V-groove 3 is provided with a protrusion 31 that protrudes into the V-groove 3, and the generator 2 is provided with a connecting part. The generator 2 is connected to the protrusion 31 through the connecting part, and both the protrusion 31 and the connecting part extend along the extension direction of the bottom of the groove.

[0070] For example, in one exemplary embodiment, the connecting portion includes a connector 41, which passes through the generator 2. The generator 2 is connected to the protrusion 31 via the connector 41. Thus, the protrusion 31 and connector 41 provide a clear positioning reference for the installation of the generator 2, facilitating accurate installation by installers and improving installation efficiency. Furthermore, by having both the protrusion 31 and connector 41 extend along the bottom of the V-groove 3, vibration loads and torque loads generated during generator operation can be evenly distributed throughout the connecting area, avoiding localized stress concentration and improving the structural strength and durability of the connecting portion.

[0071] At the same time, this structural design can increase the connection area between generator 2 and V-type engine 1, making the installation of generator 2 more stable and effectively reducing the vibration and shaking of generator 2 during operation, thereby improving the overall reliability and stability of the power unit.

[0072] It should be noted that the connector 41 in this embodiment can be a connector well-known to those skilled in the art, such as a bolt or pin. Additionally, if... Figure 3 As shown, in the circumferential direction of the motor shaft 21, there are two protrusions 31 arranged at intervals in this embodiment, and each protrusion 31 includes a protrusion 311 provided on the cylinder block 101 of the V-type engine 1. Each protrusion 311 extends along the axial direction of the motor shaft 21, and each protrusion 311 is provided with a connecting hole 312 extending along its own extension direction.

[0073] Furthermore, the generator 2 is provided with connecting blocks 22 arranged corresponding to each protrusion 311, and each connecting block 22 consists of two blocks arranged at axial intervals along the motor shaft 21. In specific implementation, for clarity, only the connection between the generator 2 and one of the protrusions 311 is described as an example. The two connecting blocks 22 are aligned with the connecting holes 312 on the protrusion 311, and the connecting piece 41 is passed through one connecting block 22 and the connecting hole 312 in sequence and then screwed onto the other connecting block 22 to complete the connection between the generator 2 and the protrusion 311, thereby fixing the generator 2.

[0074] Furthermore, considering the stability of the transmission between the crankshaft 11 and the motor shaft 21, in this embodiment, as... Figure 1 As shown, the V-type engine 1 is equipped with a rotatable guide wheel 12, and the crankshaft 11 and the motor shaft 21 are connected by a belt 42, which is arranged around the guide wheel 12.

[0075] Here, by setting a rotatable guide wheel 12, the belt 42 changes the transmission direction by passing around the guide wheel 12, so that the path of the belt 42 is more in line with the spatial structure of the V-type engine 1, avoiding interference with the V-type engine 1 body or external components, and ensuring the rationality and safety of the transmission system layout.

[0076] Furthermore, by using the guide wheel 12 as a rotatable driven component, rolling friction is generated when it contacts the belt 42, which reduces wear between the belt 42 and the guide wheel 12, thus extending the service life of the belt 42. At the same time, by properly guiding the direction of the belt 42, the guide wheel 12 ensures that the belt 42 maintains a uniform tension distribution during transmission, preventing slippage caused by slackness or excessive bending of the belt 42, thereby improving transmission efficiency and stability.

[0077] In the specific structure, a drive wheel 111 is provided on the crankshaft 11 of the V-type engine 1, and the drive wheel 111 and the guide wheel 12 are arranged together at the front end of the cylinder block 101 of the V-type engine 1 (i.e., the first end 32 in the following text), which facilitates the reasonable installation and stable operation of the belt 42 transmission system. At the same time, the belt 42 is sleeved on the drive wheel 111 and the motor shaft 21 of the generator 2, and is arranged around the guide wheel 12. Thus, with the arrangement of the guide wheel 12, not only can the movement direction of the belt 42 be changed, but the tension of the belt 42 can also be effectively adjusted to ensure that the belt 42 transmits power smoothly and efficiently between the drive wheel 111 and the motor shaft 21, thereby ensuring the reliability and stability of power transmission between the V-type engine 1 and the generator 2.

[0078] Specifically, in this embodiment, as a preferred implementation, the guide wheel 12 includes a first guide wheel 12A and a second guide wheel 12B rotatably mounted on the V-type engine 1, and the aforementioned belt 42 sequentially passes around the crankshaft 11, the first guide wheel 12A, the motor shaft 21, and the second guide wheel 12B.

[0079] Here, in the extending direction of the belt 42, the first guide pulley 12A and the second guide pulley 12B are located upstream and downstream of the motor shaft 21, respectively, so that the belt 42 is bidirectionally constrained by the guide pulleys 12 on both sides when it passes around the motor shaft 21. This arrangement helps to prevent the belt 42 from shifting laterally or swaying during transmission, especially when the V-type engine 1 is running at high speed. It can avoid problems such as slippage, tooth skipping, or disengagement from the transmission path caused by belt 42 shaking, thereby improving the stability and reliability of the transmission system.

[0080] Meanwhile, looking along the extension direction of the bottom of the V-groove 3, the first guide wheel 12A and the second guide wheel 12B are located on the same side of the common perpendicular line c of the crankshaft 11 and the motor shaft 21. By concentrating the first guide wheel 12A and the second guide wheel 12B on the same side of the common perpendicular line c of the crankshaft 11 and the motor shaft 21, it avoids the belt 42 from having an excessively large span or winding around other components of the V-type engine 1 (such as the cylinder head, intake and exhaust systems). This facilitates the reduction of space occupied by the compression transmission system in the width direction of the V-type engine 1, making the entire power unit structure more compact. Furthermore, it prevents the belt 42 from generating additional bending stress in the cross path, reducing transmission energy consumption.

[0081] In this specific structure, a water pump pulley is provided above the drive wheel 111 in this embodiment. It is connected to the drive wheel 111 via a belt 42. Positioning the water pump pulley above the drive wheel 111 makes the transmission path of the belt 42 between them closer to a straight line, reducing unnecessary bends and detours, thereby shortening the transmission path of the belt 42. Furthermore, in the vehicle's height direction, the height positions of the first guide wheel 12A and the second guide wheel 12B are both level with the height position of the water pump pulley.

[0082] In practice, the rotational power of the drive wheel 111 is transmitted to the water pump pulley, thereby driving the water pump shaft to rotate, which in turn drives the water pump impeller to rotate, enabling the water pump to work normally and realize the circulation of coolant in the cooling system of the V-type engine 1.

[0083] It should be noted that the water pump pulley requires a certain amount of space to rotate during operation. Therefore, the first guide wheel 12A and the second guide wheel 12B need to be positioned on the same side of the common perpendicular c. This provides sufficient space for the water pump pulley, ensuring its normal operation and avoiding spatial conflicts with other components. If the first guide wheel 12A and the second guide wheel 12B do not avoid each other, they may collide or interfere with the water pump pulley, leading to component damage, transmission system failure, or even safety issues.

[0084] Furthermore, to facilitate the installation of the generator 2, in this embodiment, as a preferred implementation, the included angle α between the two sidewalls of the V-groove 3 is between 80° and 100°. The advantage of this setting is that this angle range ensures that the generator 2 with a larger power output can be reasonably embedded within the V-groove 3, fully utilizing the geometric space at the top of the V-engine 1 and achieving a compact structure. Moreover, the included angle α of 80°-100° is close to the rigid structural angle of the V-engine 1 body, which can avoid stress concentration on the sidewalls of the groove, improve the overall rigidity of the combination of the V-engine 1 and the generator 2, and reduce the risk of resonance during operation.

[0085] It should be noted that in the existing V-type engine 1, the included angle α between the two sidewalls of the V-groove 3 is typically 60°. This results in an excessively narrow included angle α and a small internal space in the V-groove 3, which may make it difficult to install the generator 2. However, if the included angle α between the two sidewalls of the V-groove 3 is too wide, the opening of the V-groove 3 will be too large, which will reduce the installation stability of the generator 2 within the groove and increase the overall width of the V-type engine 1, which is not conducive to the compact design of the power unit.

[0086] In the specific structure, the diameter of the larger power generator 2 is over 140mm. Therefore, in this embodiment, the included angle α between the two side walls of the V-groove 3 is preferably set to 90°, which facilitates the arrangement of the larger power generator 2 in the V-groove 3. Of course, in addition to setting the included angle α to 90°, it can also be designed and adjusted according to actual needs. For example, the included angle α can also be set to 80° or 100°.

[0087] Moreover, in this embodiment, such as Figure 2 As shown, in a preferred embodiment, the bottom of the V-groove 3 slopes downwards gradually from the first end 32 to the second end 33 in the extending direction of the groove bottom. Therefore, by tilting the V-groove 3, gravity allows liquid to flow from the first end 32 to the lower second end 33, thus preventing component corrosion or lubrication failure caused by liquid stagnation. Furthermore, the tilted groove bottom may increase the inclination of the airflow path within the groove, aiding in heat dissipation of the generator 2. Especially during high-load operation, the heat dissipation efficiency can be improved through structural design.

[0088] It should be noted that in this embodiment, the first end 32 of the V-shaped groove 3 faces the front of the vehicle, that is, it is consistent with the forward direction when the vehicle is driving normally, and the second end 33 faces the rear of the vehicle, in the same direction as the rear of the vehicle. Furthermore, the downward inclination angle of the bottom of the V-shaped groove 3 is between 4° and 6°. In the specific structure, the downward inclination angle of the bottom of the V-shaped groove 3 is set to 5°. Of course, in addition to setting the downward inclination angle of the bottom of the V-shaped groove 3 to 5°, it can also be designed and adjusted according to actual needs. For example, the downward inclination angle of the bottom of the V-shaped groove 3 can also be set to 4° or 6°, etc.

[0089] In addition, as a preferred implementation, such as Figure 1 As shown, the power unit of this embodiment also includes two turbochargers 5 disposed within the V-groove 3. Here, placing the two turbochargers 5 within the V-groove 3 makes full use of the space on top of the V-type engine 1, avoids additional external space occupation, and makes the power unit structure more compact.

[0090] It is worth mentioning that the two turbochargers 5 are completely identical, differing only in their placement, which can reduce parts manufacturing costs, sample management fees, assembly line costs, and other related expenses. Furthermore, the turbocharger 5 uses a structure common in existing technology, primarily consisting of a turbine and a compressor. The turbine intake pipe is connected to the engine's exhaust manifold 104, and the turbine outlet pipe 56 is connected to the muffler. The compressor intake pipe 51 is connected to the air filter, and the compressor outlet pipe 52 is connected to the intake port of the V-type engine 1.

[0091] To improve the performance of the power unit, refer to Figures 4 to 7 As shown, in the preferred embodiment, the oil inlet pipes 53 of the two turbochargers 5 are respectively connected to the cylinder head 102 of the V-type engine 1, and the oil outlet pipes 57 of the two turbochargers 2 are respectively connected to the upper part of the cylinder block 101 of the V-type engine 1, and both the oil inlet pipes 53 and the oil outlet pipes 57 are located in the V-shaped groove a.

[0092] By defining the arrangement of the oil inlet pipe 53 and the oil outlet pipe 57, specifically, the oil inlet pipes 53 of the two turbochargers 5 are respectively connected to the cylinder head 102 of the V-type engine 1, and the oil outlet pipes 57 of the two turbochargers 5 are respectively connected to the upper part of the cylinder block 101 of the V-type engine 1. Both the oil inlet pipe 53 and the oil outlet pipe 57 are located in the V-groove 3, so that the turbochargers 5 take oil from the cylinder head 102 and the oil can return to the upper part of the cylinder head 102. This makes the oil inlet pipe 53 and the oil outlet pipe 57 shorter, which can improve the oil return rate, effectively prevent the oil temperature from being too high, thereby extending the service life of the V-type engine 1 and improving the performance of the V-type engine 1.

[0093] For ease of arrangement, in one exemplary embodiment, the oil inlet pipe 53 includes a main oil inlet pipe 531 and two branch oil inlet pipes 532 connected in parallel to one end of the main oil inlet pipe 531. The other end of the main oil inlet pipe 531 is connected to the cylinder head 102, and the other ends of the two branch oil inlet pipes 532 are respectively connected to the oil inlets 58 of the two turbochargers 5.

[0094] With the oil inlet pipe 53 including the main oil inlet pipe 531 and two branch oil inlet pipes 532, only one oil outlet is arranged on the cylinder head 102 of the V-type engine 1. This oil circuit is more convenient to connect with the two turbochargers 5, making it easier for the turbochargers 5 to smoothly obtain oil.

[0095] To reduce the space occupied, such as Figure 4 As shown, looking along the extension direction of the bottom of the V-groove 3, the compressor outlet pipes 52 of the two turbochargers 5 are located on the same side of the compressor inlet pipe 51. This not only reduces the space occupied, but also eliminates concerns about interference when both drive linkages 54 are arranged in the middle of the V-groove 3. It fully utilizes the space within the V-groove 3, minimizing the gap between the two turbochargers 5, and effectively preventing interference between the drive linkages 54 of the two turbochargers 5. This reduces the space occupied by the power unit, thereby achieving a compact overall layout and reduced size.

[0096] For ease of arrangement, at least one of the turbine shafts of the two turbochargers 5 is parallel to the extension direction of the bottom of the V-groove 3, and the compressor outlet pipes 52 of the two turbochargers 5 are located on the side and above the compressor inlet pipe 51.

[0097] In addition, the turbine shaft axis of both turbochargers 5 is parallel to the extension direction of the bottom of the V-groove 3 because the turbocharger 5 itself also has a certain length in the turbine shaft axis. This makes full use of the advantage of the V-groove 3 itself having a certain space in the extension direction of the bottom of the groove, so that the two can make full use of their own advantages to cooperate and achieve the effect of compact arrangement of the two turbochargers 5 in the V-groove 3.

[0098] To further facilitate the arrangement, the V-type engine 1 includes two exhaust manifolds 104 located in the V-shaped groove a. The turbine intake pipes 55 of the two turbochargers 2 are connected to the two exhaust manifolds 104 one by one. The corresponding turbine intake pipes 55 and exhaust manifolds 104 are connected by insertion and are connected together by clamps 6, so that the two turbochargers 5 supply air to the two banks of cylinders of the V-type engine 1 respectively, which helps to improve the performance of the V-type engine 1.

[0099] In one example, still refer to Figure 4As shown, the included angle β between the end face of each exhaust manifold 104 connected to the corresponding turbine intake pipe 55 and the plumb line is between 60° and 80°. For example, it can be 60°, 70°, 80°, etc. This is conducive to the compact arrangement of the two turbochargers 5, and also to the arrangement of the intake and exhaust pipes and oil pipes of each turbocharger 5.

[0100] To facilitate installation, in one example, a positioning structure is provided between each turbocharger 5 and the V-type engine 1. Each positioning structure is used to define the position of the turbine intake pipe 55 in the circumferential direction of the corresponding exhaust manifold 104. This ensures that the turbine intake pipe 55 and the exhaust manifold 104 are properly inserted when connected, thereby improving the connection stability and reliability between the turbocharger 5 and the V-type engine 1, and preventing the clamp 6 from loosening.

[0101] In a preferred embodiment, the bottom of the V-groove 3 is provided with return oil holes corresponding to each oil outlet pipe 57. Each return oil hole is connected to the main oil passage in the cylinder block 101, and each oil outlet pipe 57 is inserted into the corresponding return oil hole. The oil outlet pipe 206 and the return oil hole constitute a positioning structure. This allows the oil outlet pipe 57 and the return oil hole to facilitate the return of lubricating oil in the turbocharger 5 to the main oil passage of the cylinder block 101, while also serving a positioning function, eliminating the need for positioning structures in other locations.

[0102] In this embodiment, the power unit is used by installing the generator 2 in the V-shaped groove 3 on the upper part of the V-type engine 1 to raise the installation position of the generator 2. This prevents the generator 2 from being damaged by water and mud when the vehicle is wading through water, reduces the possibility of internal failure of the generator 2 due to water and mud intrusion, and ensures the normal operation of the generator 2.

[0103] Example 2

[0104] This embodiment relates to a vehicle equipped with the power unit described in Embodiment 1.

[0105] In this embodiment, the vehicle, by setting the power unit as in Embodiment 1, can raise the installation position of the generator 2, preventing the generator 2 from being damaged by water, mud, etc., thereby reducing the possibility of internal failure of the generator 2 due to water and mud intrusion, and thus helping to ensure the normal operation of the generator 2.

[0106] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A power unit, characterized in that: It includes a V-type engine (1) and a generator (2) mounted on the V-type engine (1); The upper part of the V-type engine (1) is provided with a V-shaped groove (3), and the generator (2) is installed in the V-shaped groove (3).

2. The power unit according to claim 1, characterized in that: The motor shaft (21) of the generator (2) is connected to the crankshaft (11) of the V-type engine (1) through a transmission. The crankshaft (11) can drive the motor shaft (21) to rotate, thereby enabling the generator (2) to generate electricity.

3. The power unit according to claim 2, characterized in that: The axial direction of the motor shaft (21) is consistent with the extension direction of the bottom of the V-groove (3).

4. The power unit according to claim 3, characterized in that: The side wall of the V-groove (3) is provided with a protrusion (31) protruding into the V-groove (3), and the generator (2) is provided with a connecting part. The generator (2) is connected to the protrusion (31) through the connecting part, and both the protrusion (31) and the connecting part extend along the extension direction of the bottom of the V-groove (3).

5. The power unit according to claim 2, characterized in that: The V-type engine (1) is provided with a rotatable guide wheel (12), the crankshaft (11) and the motor shaft (21) are connected by a belt (42) and the belt (42) is arranged around the guide wheel (12).

6. The power unit according to claim 5, characterized in that: The guide wheel (12) includes a first guide wheel (12A) and a second guide wheel (12B) rotatably mounted on the V-type engine (1), and the belt (42) sequentially passes around the crankshaft (11), the first guide wheel (12A), the motor shaft (21) and the second guide wheel (12B).

7. The power unit according to claim 1, characterized in that: The included angle (α) between the two sidewalls of the V-groove (3) is between 80° and 100°.

8. The power unit according to any one of claims 1-7, characterized in that: In the extending direction of the bottom of the V-groove (3), the bottom of the V-groove (3) is gradually inclined downward from the first end (32) to the second end (33).

9. The power unit according to claim 8, characterized in that: It also includes two turbochargers (5) disposed within the V-groove (3); The generator (2) is arranged close to the first end (32), and the two turbochargers (5) are located at the same end of the generator (2) and close to the second end (33).

10. A vehicle, characterized in that: The vehicle is equipped with a power unit as described in any one of claims 1-9.

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