A powertrain and vehicle
By fixing the main reducer to the side of the oil pan and connecting it to the cylinder block, the transmission system is moved upwards. Combined with the meandering drainage channel design, the problem of insufficient engine compartment space in the traditional layout is solved, improving the vehicle's power performance and reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-08-04
- Publication Date
- 2026-07-21
AI Technical Summary
Traditional transmission systems and engine layouts result in insufficient engine compartment space. In particular, V-type engines, due to their excessive height, cause the final drive to collide with the ground, affecting vehicle passability and causing component damage.
The main reducer is fixed to the side of the oil pan and connected to the cylinder block through the oil pan. The transmission system moves upward through the oil pan. A half-shaft bracket and a self-sealing bearing are added. A meandering drainage channel is set to prevent lubricating oil leakage and foreign matter from entering.
It solved the problem of insufficient engine compartment space, improved the vehicle's power performance and reliability, reduced maintenance costs, and enhanced the user experience.
Smart Images
Figure CN224528439U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle drive system technology, and more particularly to a powertrain and a vehicle. Background Technology
[0002] In the layout of a vehicle's powertrain, the power system and transmission system are the core components that determine the vehicle's power performance and space utilization. The power system is centered around the engine and includes the engine block (such as cylinder block, cylinder head, crankshaft, pistons, etc.), intake system, exhaust system, cooling system, and lubrication system. The oil pan, as a key component of the engine lubrication system, is installed at the bottom of the cylinder block and, together with the cylinder block, seals the crankcase, forming the working space for the moving parts inside the engine. The transmission system includes the clutch, gearbox, drive shaft, final drive, differential, and half shafts, and its core function is to transmit the power output from the engine to the drive wheels as needed, while also regulating speed and torque.
[0003] In traditional layouts, the transmission system and engine often adopt a separate upper and lower structure: the engine, as the power source, is located in the upper part of the engine compartment, while the transmission system is located in the lower part, forming a vertically stacked layout with the engine on top and the transmission system below. In this structure, power is transmitted from the rear end of the engine crankshaft to the transmission system via a clutch. The power transmission path between the two does not require additional intermediate reversing or transition structures, forming an independent and direct power transmission link, but it occupies more longitudinal space.
[0004] Moreover, due to the strict requirements for vehicle passability, the vehicle must ensure that the minimum ground clearance of the lower end of the main reducer (a key component located at the end of the transmission, responsible for reducing speed and increasing torque) in the transmission system is greater than 150mm. This parameter directly determines the vehicle's ability to pass through potholes or obstacles. If a traditional split-type layout is adopted, it may result in insufficient ground clearance, causing the main reducer to collide with the ground and causing damage to the components. Utility Model Content
[0005] This application provides a powertrain and vehicle, the purpose of which is to solve the problem of insufficient engine compartment space caused by the excessive height of some engines in the traditional transmission system and engine layout structure.
[0006] To achieve the above objectives, this application adopts the following technical solution: This application provides a powertrain, including: An engine, which includes a cylinder block and an oil pan; A transmission system includes a half-shaft and a main reducer, the main reducer being fixed to the side of the oil pan, and one end of the half-shaft passing through the oil pan and connected to the main reducer. The upper side of the main reducer is connected to the cylinder block, and the lower side of the main reducer is connected to the oil pan.
[0007] In the above embodiments, this application connects the upper side of the main reducer to the cylinder block and the lower side to the oil pan. This method of distributing the fixing points of the main reducer to the cylinder block and the oil pan ensures the stability of the main reducer and the structural strength of the oil pan. At the same time, it allows the transmission system to pass through the oil pan, realizing the upward movement of the transmission system and effectively solving the problem of insufficient engine compartment space caused by the traditional upper and lower split arrangement structure, which cannot solve the problem of excessive engine height in some engines.
[0008] In some embodiments of this application, the transmission system further includes a half-shaft bracket, which is disposed on the oil pan on the side away from the main reducer; the half-shaft bracket is used to support and position the half-shaft.
[0009] In the above embodiments, this application adds a half-shaft bracket to support and position the half-shaft, ensuring that the half-shaft maintains a stable position and posture during transmission, guaranteeing the accuracy and reliability of power transmission, reducing vibration and offset of the half-shaft, and thus improving the working stability and service life of the entire transmission system. In some embodiments of this application, the half-shaft bracket is fixed to the oil pan by a second fixing mechanism; wherein at least two of the second fixing mechanisms intersect with the oil pan reinforcing ribs of the oil pan, and the oil pan reinforcing ribs are connected to the cylinder block by a plurality of long bolts.
[0010] In the above embodiment, the half-shaft bracket is connected to the oil pan through a fixing mechanism, and at least two fixing mechanisms intersect with the oil pan reinforcing ribs. The reinforcing ribs are then connected to the cylinder block through long bolts. This design further enhances the structural strength of the oil pan, improves the stability of the half-shaft bracket installation, and makes the structure of the entire powertrain more reliable, enabling it to better withstand various loads during vehicle operation.
[0011] In some embodiments of this application, the main reducer includes: A half-shaft gear, which is fixedly connected to one end of the half-shaft inserted into the main reducer; An oil seal, which is fitted onto the half-shaft gear, is used to seal the gap between the housing of the main reducer and the half-shaft gear.
[0012] In the above embodiments, the oil seal is sleeved on the half-shaft gear to seal the gap between the housing of the main reducer and the half-shaft gear, which can effectively prevent lubricating oil leakage, ensure the lubrication environment inside the main reducer, and reduce lubricating oil consumption; at the same time, it can prevent the splines from scratching the oil seal during the half-shaft assembly process and avoid damage to the oil seal by the half-shaft.
[0013] In some embodiments of this application, the half-shaft is disposed within the half-shaft bracket via a self-sealing bearing.
[0014] In the above embodiment, the half-shaft is installed in the half-shaft bracket by a self-sealing bearing. The self-sealing bearing can prevent foreign objects such as dust from entering the bearing, protect the bearing from external impurities, reduce bearing wear, extend the bearing service life, and thus ensure the normal rotation and power transmission of the half-shaft.
[0015] In some embodiments of this application, a first drainage channel is provided between the oil pan and the main reducer, the first drainage channel connecting the inner cavity of the oil pan with the external space; the first drainage channel is meandering and is used for drainage and to prevent external foreign objects from entering the inner cavity of the oil pan.
[0016] In the above embodiment, because the self-sealing bearing is not waterproof, a meandering first drainage channel is provided between the oil pan and the main reducer to prevent water from entering through the self-sealing bearing and being unable to drain. This channel can drain water that enters the inner cavity of the oil pan, preventing water accumulation inside the oil pan from damaging the oil seal and bearing. Simultaneously, the meandering structure creates a labyrinth effect, effectively preventing foreign objects such as stones from entering the inner cavity of the oil pan, protecting the components inside the oil pan, and improving the reliability and durability of the powertrain.
[0017] In some embodiments of this application, the first drainage channel includes: The main reducer side internal drain hole is located at the bottom of the oil pan and between the oil pan and the main reducer; A water collection and diversion channel is provided at the bottom of the oil pan; The external drain hole on the main reducer side is located between the oil pan and the main reducer.
[0018] In the above embodiment, the specific composition of the first drainage channel is clarified. The internal drainage hole on the main reducer side can guide the water in the oil pan to the water collection and guiding channel. The water collection and guiding channel plays the role of collecting and guiding the water flow. Then, the water is discharged from the oil pan through the external drainage hole on the main reducer side. This structural design is reasonable, has high drainage efficiency, and can better realize the functions of drainage and foreign object prevention.
[0019] In some embodiments of this application, the half-shaft bracket is provided with a second drainage channel, which connects the inner cavity of the oil pan with the external space; the second drainage channel is meandering and is used for drainage and to prevent foreign objects from entering the inner cavity of the oil pan.
[0020] In the above embodiment, a meandering second drainage channel is provided on the half-shaft bracket, which cooperates with the drainage channel between the oil pan and the main reducer, further improving the powertrain's drainage system. This prevents water from entering the oil pan through the self-sealing bearing on the half-shaft side and failing to drain, thus avoiding damage to related components from accumulated water and preventing foreign objects from entering, enhancing the powertrain's waterproof and dustproof performance. Simultaneously, the meandering structure creates a labyrinth effect, effectively blocking stones and other foreign objects from entering the oil pan cavity, protecting the components inside the oil pan, and improving the powertrain's reliability and durability.
[0021] In some embodiments of this application, the second drainage channel includes: An internal drainage hole is located on the side of the half-shaft, at the bottom of the half-shaft bracket; A flow guide is provided at the bottom of the half-shaft bracket and covers the internal drainage hole on the side of the half-shaft. The external drainage hole on the half-shaft side is located at the lowest point of the flow guide and is below the internal drainage hole on the half-shaft side.
[0022] In the above embodiments, the structure of the second drainage channel is described in detail. The internal drainage hole on the half-shaft side is used to receive water that may enter from the half-shaft. The guide cover covers the drainage hole to guide the water flow and prevent foreign objects from entering directly. The external drainage hole on the half-shaft side is set at the lowest point of the guide cover to facilitate the smooth discharge of water. This structure is compact, has good drainage effect, and can effectively protect the half-shaft support and the components inside the oil pan.
[0023] In addition, this application also provides a vehicle, including a body and the powertrain; The powertrain is mounted on the vehicle body.
[0024] In the above embodiments, the vehicle employs the aforementioned powertrain, which solves the problem of engine compartment height restrictions caused by the excessive height of some engines when mounted on the vehicle. This allows the vehicle to accommodate such engines, improving its power performance. Furthermore, because the powertrain possesses excellent structural strength, sealing performance, and water and dust prevention capabilities, it enhances the overall reliability and durability of the vehicle, reduces maintenance costs, and improves vehicle quality and user experience.
[0025] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0026] Figure 1 This is a front-view perspective view of the powertrain provided in the embodiments of this application; Figure 2 This is a right-view perspective view of the powertrain provided in the embodiments of this application; Figure 3 This is a left-side perspective view of the powertrain provided in the embodiments of this application; Figure 4 This is a top view of the powertrain provided in the embodiments of this application; Figure 5 yes Figure 4 AA section view in the middle; Figure 6 yes Figure 5 Enlarged view of part B in the image; Figure 7 yes Figure 6 The enlarged view of part D in the figure shows the direction of water flow in the second drainage channel, indicated by the arrows and curves. Figure 8 yes Figure 5 Enlarged view of part C in the image; Figure 9 yes Figure 8 The enlarged view of part E in the figure shows the direction of water flow in the first drainage channel, indicated by the arrows and curves. Figure 10 This is a right-side perspective view of the oil pan provided in an embodiment of this application; Figure 11 This is a first-view perspective perspective view of the half-shaft bracket provided in the embodiments of this application; Figure 12 This is a second-view perspective perspective view of the half-shaft bracket provided in the embodiments of this application.
[0027] In the above figures: the X-axis is defined as the front-to-back direction (vertical), and its arrow points in the direction of forward; the Y-axis is defined as the left-to-right direction (horizontal), and its arrow points in the direction of right; the Z-axis is defined as the up-down direction (vertical), and its arrow points in the direction of up.
[0028] In the above figures: 100, oil pan; 110, oil pan reinforcing rib; 111, screw hole; 120, first drainage channel; 121, internal drainage hole on the main reducer side; 122, water collection guide groove; 123, external drainage hole on the main reducer side; 130, half-shaft through hole; 140, through-shaft tube; 200, main reducer; 210, first fixing mechanism; 220, half-shaft gear; 230, oil seal; 300, half-shaft bracket; 310, second fixing mechanism; 320, self-sealing bearing; 330, second drainage channel; 331, internal drainage hole on the half-shaft side; 332, guide shield; 333, external drainage hole on the half-shaft side; 340, inner tube; 400, half-shaft. Detailed Implementation
[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0030] Additionally, if the meaning of "and / or" in the text is that it includes three parallel options, taking "A and / or B" as an example, it includes option A, option B, or an option that satisfies both A and B.
[0031] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the powertrain layout of a vehicle, the power system and transmission system are the core components that determine the vehicle's power performance and space utilization. The power system, centered on the engine, includes the engine itself (core components such as the cylinder block, cylinder head, crankshaft, and pistons), the intake system, exhaust system, cooling system, and lubrication system. The oil pan, as a key component of the engine lubrication system, is installed at the bottom of the cylinder block. It is responsible for storing engine oil to ensure the lubrication of all moving parts and also serves as the engine's "lower boundary," sealing the crankcase together with the cylinder block to form the working space for the engine's internal moving parts. The transmission system includes the clutch, gearbox, driveshaft, final drive, differential, and half-shafts. Its core function is to transmit the engine's output power to the drive wheels as needed, while simultaneously regulating speed and torque.
[0032] In traditional layouts, the transmission system and engine often adopt a separate upper and lower structure: the engine, as the power source, is located in the upper space of the engine compartment, while the transmission system is located in the lower space, forming a longitudinally stacked layout with the engine on top and the transmission system below. Furthermore, due to stringent requirements for vehicle passability, the vehicle must ensure that the minimum ground clearance of the lower end of the final drive in the transmission system is greater than 150mm—this parameter directly determines the vehicle's ability to traverse uneven roads or obstacles.
[0033] Furthermore, the engine compartment space is already limited by the overall vehicle design and the front passenger area, resulting in a compact longitudinal height. Some engines, especially V-type engines with their symmetrical V-shaped cylinder arrangement, require ample space for the side cylinders and the top valve train, leading to a significantly larger Z-axis dimension than inline engines. If the aforementioned split-type layout is used, the engine's height and the required installation height for the transmission system to meet ground clearance will overlap longitudinally, significantly increasing the longitudinal space occupied by the powertrain in the engine compartment. For vehicles, the engine compartment's longitudinal height is often quite compact. This cumulative effect directly causes the overall powertrain height to exceed the upper limit of the space between the hood and the ground.
[0034] Based on this, this application proposes a powertrain and vehicle that, by having the transmission system pass through the oil pan, achieves a higher position of the transmission system. This avoids the problem of insufficient engine compartment space caused by the excessive height of some engines, which cannot be solved by traditional split-type structures. This allows such engines to be smoothly mounted on the vehicle. The effect is particularly evident when applied to V-type engines; therefore, the following will use V-type engines as an example. However, it is worth noting that this solution is not limited to V-type engines; it can also be applied to inline engines, horizontally opposed engines, W-type engines, and rotary engines.
[0035] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.
[0036] As attached Figures 1 to 12 As shown in an illustrative embodiment of this application, the powertrain includes an engine and a transmission system. Each component will be described in detail below.
[0037] Specifically, the engine includes a cylinder block and an oil pan 100. The oil pan 100 is installed at the bottom of the cylinder block and is rigidly connected to the cylinder block by bolts and other connecting parts. The oil pan 100 and the cylinder block together enclose the crankcase, forming the working space for the moving parts inside the engine. In addition, the engine also includes core components such as the cylinder head, crankshaft, and pistons, as well as auxiliary systems such as the intake system, exhaust system, cooling system, and lubrication system.
[0038] The specific structure of the aforementioned engine (including the composition and connection relationship of core components and auxiliary systems) and its operating principle (such as the working cycle of intake, compression, power, and exhaust) are all prior art, and their technical details are well known to those skilled in the art. Therefore, they need not be elaborated upon in this application. The improvements in this application lie only in the specific arrangement structure of the engine and transmission system and related supporting designs, and do not involve any improvement to the existing structure and operating principle of the engine itself.
[0039] Specifically, the transmission system includes a half-shaft 400 and a main reducer 200. The main reducer 200 is fixed to the side of the oil pan 100, and one end of the half-shaft 400 passes through the oil pan 100 and is connected to the main reducer 200.
[0040] The upper side of the main reducer 200 is connected to the cylinder block, and the lower side of the main reducer 200 is connected to the oil pan 100.
[0041] In some embodiments, the transmission system further includes a half-shaft bracket 300, which is disposed on the oil pan 100 on the other side away from the main reducer 200; the half-shaft bracket 300 is used to support and position the half-shaft 400.
[0042] In addition, in this application, the transmission system may include conventional components such as clutch, gearbox, and differential, in addition to the half-shaft 400, main reducer 200, half-shaft bracket 300, etc. mentioned herein.
[0043] It should be stated that the specific structures of the aforementioned main reducer 200, clutch, gearbox, differential, and other components (including the internal composition, connection relationship, and working cooperation of each component) and the overall operating principle of the transmission system (such as the process of power being transmitted from the engine output to the half-shaft 400 through the clutch, gearbox, differential, etc.) are all prior art, and their technical details are well known to those skilled in the art. Therefore, they need not be elaborated upon in this application. The improvements in this application focus only on the specific arrangement structure, connection method, and matching sealing and drainage design of the half-shaft 400, main reducer 200, half-shaft support 300, and engine (cylinder block, oil pan 100) in the transmission system. It does not involve improvements to the existing core components (such as clutch, gearbox, and differential) and conventional operating principles of the transmission system itself.
[0044] In some embodiments, such as Figure 5 , 10 As shown, the oil pan 100 has a dedicated through-shaft tube 140 for accommodating the half-shaft 400. The through-shaft tube 140 is an integral structure with the oil pan 100 (or is firmly connected by welding, bolting, etc.), providing an independent through channel for the half-shaft 400. The inner diameter of the through-shaft tube 140 is larger than the outer diameter of the half-shaft 400 at its minimum. At the same time, half-shaft through holes 130 are provided on both sides of the oil pan 100 along the width direction, corresponding to the two ends of the through-shaft tube 140. The diameter of the two half-shaft through holes 130 is larger than the outer diameter of the half-shaft 400.
[0045] The half-shaft 400 is integrally inserted into the through-shaft tube 140 inside the oil pan 100. One end of the half-shaft extends outward through the half-shaft through-hole 130 on one side of the oil pan 100 and is connected to the main reducer 200 located on that side. The other end extends out through the half-shaft through-hole 130 on the other side of the oil pan 100 and is supported by the half-shaft bracket 300 located on the corresponding side. Thus, the half-shaft 400 forms a stable through-type installation structure inside the oil pan 100 with the through-shaft tube 140 as the intermediate carrier.
[0046] In some embodiments, the upper side of the main reducer 200 is connected to the cylinder block via the first fixing mechanism 210, and the lower side of the main reducer 200 is connected to the oil pan 100 via the first fixing mechanism 210.
[0047] Furthermore, the upper side of the main reducer 200 is connected to the cylinder block through at least two first fixing mechanisms 210, and the lower side of the main reducer 200 is connected to the oil pan 100 through at least two first fixing mechanisms 210.
[0048] Preferred, such as Figure 2 As shown, the upper side of the main reducer 200 is connected to the cylinder block through two first fixing mechanisms 210, and the lower side of the main reducer 200 is connected to the oil pan 100 through two first fixing mechanisms 210. The main reducer 200 and the engine are installed at four points and fixed to the cylinder block and the oil pan 100 respectively to ensure the strength of the oil pan 100.
[0049] In some embodiments, the first fixing mechanism 210 is a bolt, stud and nut, screw, pin and fastening assembly (such as a tapered pin, cylindrical pin, etc.) or rivet, etc.
[0050] In some embodiments, such as Figure 3 As shown, the half-shaft bracket 300 is securely fixed to the engine oil pan 100 by the second fixing mechanism 310 to ensure that the half-shaft bracket 300 maintains a stable installation posture during vehicle driving and power transmission. Specifically, at least two of the second fixing mechanisms 310 located on the half-shaft bracket 300 intersect with the oil pan reinforcing ribs 110 of the oil pan 100. The oil pan reinforcing ribs 110, through structural design, enclose these second fixing mechanisms 310, forming a circumferential reinforcement of the fixing parts. This disperses the localized stress generated when the second fixing mechanisms 310 are connected, effectively preventing structural damage such as cracking of the oil pan 100 due to concentrated stress.
[0051] Furthermore, to further enhance the overall connection strength, several threaded holes 111 are pre-machined on the oil pan reinforcing rib 110, and corresponding threaded holes are also provided on the corresponding positions of the engine cylinder block, with each threaded hole 111 equipped with a long bolt. During assembly, the long bolt passes through the threaded holes 111 on the oil pan reinforcing rib 110 and is screwed into the corresponding threaded holes in the cylinder block, thereby achieving a tight connection between the oil pan reinforcing rib 110 and the cylinder block. Through the tightening action of these long bolts, the oil pan reinforcing rib 110 and the engine cylinder block achieve a rigid connection, allowing the load borne by the half-shaft bracket 300 to be transmitted sequentially through the second fixing mechanism 310, the oil pan reinforcing rib 110, and the long bolts to the more rigid cylinder block, forming a complete force support system from the half-shaft bracket 300 to the cylinder block, significantly enhancing the structural stability and load-bearing capacity of the connection between the oil pan 100 and the half-shaft bracket 300.
[0052] Furthermore, the two second fixing mechanisms 310 on the upper side of the half-shaft bracket 300 intersect with the oil pan reinforcing rib 110 of the oil pan 100.
[0053] In some embodiments, the second fixing mechanism 310 is a bolt, stud and nut, screw, pin and fastening assembly (such as a tapered pin, cylindrical pin, etc.) or rivet, etc.
[0054] In some embodiments, the main reducer 200 includes: Half-shaft gear 220 is fixedly connected to one end of half-shaft 400 that is inserted into the main reducer via splines, etc. Oil seal 230, which is sleeved on half shaft gear 220, is used to seal the gap between the housing of main reducer 200 and half shaft gear 220.
[0055] Oil seal 230 is a key component used for sealing between mechanical parts. Its main function is to prevent fluid (usually lubricating oil, hydraulic oil, etc.) from leaking between two relatively moving or stationary parts, while also preventing external impurities (such as dust, moisture, and sediment) from entering the interior, thereby protecting the normal operation of the mechanical system. Oil seal 230 generally includes a sealing lip and a skeleton.
[0056] In some embodiments, the half-shaft support 300 has an inner tube 340 extending axially through its interior. The inner tube 340 is integrally formed with the half-shaft support 300 body or securely connected to provide a dedicated space for the half-shaft 400. The axis of the inner tube 340 is coaxial with the axis of the half-shaft 400, and its inner diameter is larger than the outer diameter of the half-shaft 400, thus creating a certain gap between them when the half-shaft 400 passes through the inner tube 340.
[0057] In some embodiments, the half-shaft 400 is disposed within the half-shaft support 300 via a self-sealing bearing 320.
[0058] Furthermore, the self-sealing bearing 320 is disposed in the inner tube 340.
[0059] Among them, the self-sealing bearing 320 is a shaft component that integrates sealing function. It achieves dynamic or static sealing between the shaft and mating components (such as housings and sleeves) through its own structural design (rather than relying on external oil seals 230, sealing rings, and other independent sealing components).
[0060] In some embodiments, such as Figure 10 As shown, a first drainage channel 120 is provided between the oil pan 100 and the main reducer 200. One end of the first drainage channel 120 is connected to the inner cavity of the oil pan 100 (mainly the inner cavity of the through-shaft tube 140), and the other end is connected to the external space, forming a channel that can drain the water accumulated in the inner cavity of the oil pan 100 to the outside in a timely manner.
[0061] Crucially, the first drainage channel 120 adopts a meandering structure—it does not run straight through, but constantly changes direction as it extends, sometimes bending to the left and sometimes meandering to the right, forming a path similar to a zigzag, an S-shape, or multiple consecutive right-angle turns, just like a winding mountain stream, which extends the path of the water flow by changing its direction multiple times.
[0062] This carefully designed meandering path serves two purposes. First, it guides water entering the inner cavity of the oil pan 100 smoothly along the winding channel and eventually drains it out, effectively preventing water from accumulating inside the oil pan 100 and thus preventing water from causing rust, corrosion, or other damage to key components such as the oil seal 230 and bearings. Second, due to the winding and varied path, when external foreign objects such as stones or mud attempt to enter the inner cavity of the oil pan 100 through this flow channel, they will be blocked by the continuous bends and unable to continue moving forward. This effectively prevents external foreign objects from entering the inner cavity of the oil pan 100 and protects the normal operation of internal components.
[0063] In some embodiments, the first drainage channel 120 is formed by the oil pan 100 and the main reducer 200 working together. Specifically, it includes three key components: an internal drainage hole 121 on the main reducer side, a water collection and guiding groove 122, and an external drainage hole 123 on the main reducer side. Each component works together to achieve the drainage function.
[0064] The main reducer side internal drain hole 121 is opened in the bottom area of the oil pan 100 and is located at the assembly and joint of the oil pan 100 and the main reducer 200. Its opening is connected to the inner cavity of the oil pan 100 and can introduce the water accumulated in the oil pan 100 into the drain channel.
[0065] The water collection and diversion channel 122 is also set at the bottom of the oil pan 100. The channel is a groove structure formed by the indentation of the bottom of the oil pan 100 towards its inner side. The direction of the channel is specially designed. One end is connected to the internal drain hole 121 on the main reducer side. The water introduced by the internal drain hole can be collected and guided downstream along the inclined direction of the groove.
[0066] The external drain hole 123 on the main reducer side is correspondingly set at the mating point between the oil pan 100 and the main reducer 200, located at the end of the water collection guide channel 122. Its opening opens to the external space, and can finally discharge the water transported by the water collection guide channel 122 to the outside of the oil pan 100 and the main reducer 200.
[0067] The above three parts form a complete drainage path through the assembly and cooperation of the oil pan 100 and the main reducer 200. The bottom structure of the oil pan 100 and the corresponding surface of the main reducer 200 together enclose the water flow channel, so that the water in the inner cavity of the oil pan 100 can enter the water collection and guide groove 122 through the internal drain hole 121 on the main reducer side in sequence, and then be guided to the external drain hole 123 on the main reducer side for discharge.
[0068] In some embodiments, such as Figure 7As shown, the half-shaft support 300 is provided with a special second drainage channel 330. One end of the channel is connected to the inner cavity of the oil pan 100 (i.e., the inner cavity of the through-shaft tube 140) and the inner cavity of the half-shaft support 300 (i.e., the inner cavity of the inner tube 340), and the other end is connected to the external space, thus creating a channel that can drain any water that may be present in the inner cavity of the oil pan 100 to the outside.
[0069] It is worth emphasizing that the second drainage channel 330 adopts a meandering structure—it does not run straight through, but constantly changes direction as it extends, sometimes bending to the left and sometimes meandering to the right, forming a path similar to a "Z", "S" shape or multiple consecutive right-angle turns, just like a winding mountain stream, which extends the water flow path by changing its extension direction multiple times.
[0070] This meandering structure plays an important role. On the one hand, it guides water in the inner cavity of the oil pan 100 along this tortuous path and eventually drains it out, effectively preventing water from accumulating inside the oil pan 100 and thus preventing water accumulation from damaging related components such as the oil seal 230 and bearings. On the other hand, because the flow channel is tortuous, when foreign objects such as stones and mud try to enter the inner cavity of the oil pan 100 through this flow channel, they will be blocked by the bends in the flow channel and will have difficulty continuing to move forward. This achieves the effect of preventing foreign objects from entering the inner cavity of the oil pan 100 and protecting the normal operation of internal components.
[0071] In some embodiments, the second drainage channel 330 includes an internal drainage hole 331 on the half-shaft side, a flow guide 332, and an external drainage hole 333 on the half-shaft side. The parts cooperate with each other to achieve the functions of efficient drainage and prevention of foreign objects.
[0072] The internal drainage hole 331 on the half-shaft side is located at the bottom of the half-shaft bracket 300 and is connected to the inner cavity of the oil pan 100. It can introduce water from the self-sealing bearing 320 into the inner cavity of the oil pan 100 into the drainage channel, serving as the starting inlet for drainage and providing a source channel for the subsequent drainage process.
[0073] The flow guide 332 is fixedly installed at the bottom of the half-shaft bracket 300, and its structure completely covers the internal drainage hole 331 on the half-shaft side, forming a relatively enclosed space. The flow guide 332 not only collects the water flowing out of the internal drainage hole, preventing the water from spreading in all directions, but also forms the first physical barrier against mud, sand, stones and other foreign objects that may splash down from the outside, preventing these foreign objects from directly entering the internal drainage hole.
[0074] The external drainage hole 333 on the half-shaft side is located at the lowest point of the flow guide shroud 332 and is below the internal drainage hole on the half-shaft side. This position design makes full use of gravity, so that the water collected in the flow guide shroud 332 can be naturally and smoothly discharged into the external space through the drainage hole under the guidance of its own gravity, ensuring that the drainage process is efficient and thorough, and also further avoiding the problems that may be caused by water stagnation in the flow guide shroud 332.
[0075] In addition, this application also provides a vehicle, including a body and the aforementioned powertrain, the powertrain being mounted on the body.
[0076] The powertrain is centered around the engine and includes the engine block (such as cylinder block, cylinder head, crankshaft, pistons, etc.), intake system, exhaust system, cooling system, and lubrication system. The oil pan, as a key component of the lubrication system, is installed at the bottom of the cylinder block and together with the cylinder block, seals the crankcase, providing working space for the moving parts inside the engine. The transmission system includes the clutch, gearbox, drive shaft, final drive, differential, and half shafts, which are responsible for transmitting the power output from the engine to the drive wheels as needed, while also regulating the speed and torque.
[0077] The powertrain of this application passes the transmission system through the oil pan, thereby moving the transmission system upward. This effectively solves the problem of insufficient engine compartment space in traditional layouts caused by the high height of some engines. In particular, it provides a feasible solution for the installation of V-type engines in vehicles. It helps to optimize the overall layout of the power system and transmission system while ensuring the ground clearance of the final reducer, thereby improving the overall vehicle power performance and space utilization.
[0078] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.
Claims
1. A powertrain, characterized in that, include: An engine, which includes a cylinder block and an oil pan (100). The transmission system includes a half shaft (400) and a main reducer (200), the main reducer (200) being fixed to the side of the oil pan (100), and one end of the half shaft (400) passing through the oil pan (100) and being connected to the main reducer (200). The upper side of the main reducer (200) is connected to the cylinder block, and the lower side of the main reducer (200) is connected to the oil pan (100).
2. The powertrain according to claim 1, characterized in that, The transmission system also includes a half-shaft bracket (300), which is disposed on the oil pan (100) on the other side away from the main reducer (200); the half-shaft bracket (300) is used to support and position the half-shaft (400).
3. A powertrain according to claim 2, characterized in that, The half-shaft bracket (300) is fixed to the oil pan (100) by a second fixing mechanism (310); wherein at least two of the second fixing mechanisms (310) intersect with the oil pan reinforcing rib (110) of the oil pan (100); the oil pan reinforcing rib (110) is connected to the cylinder body by a number of long bolts.
4. A powertrain according to claim 3, characterized in that, The main reducer (200) includes: A half-shaft gear (220) is fixedly connected to one end of the half-shaft (400) that is inserted into the main reducer (200); An oil seal (230) is fitted onto the half-shaft gear (220) and is used to seal the gap between the housing of the main reducer (200) and the half-shaft gear (220).
5. A powertrain according to claim 4, characterized in that, The half-shaft (400) is mounted inside the half-shaft bracket (300) via a self-sealing bearing (320).
6. A powertrain according to any one of claims 2 to 5, characterized in that, A first drainage channel (120) is provided between the oil pan (100) and the main reducer (200). The first drainage channel (120) connects the inner cavity of the oil pan (100) with the external space. The first drainage channel (120) is meandering and is used to drain water and prevent foreign objects from entering the inner cavity of the oil pan (100).
7. A powertrain according to claim 6, characterized in that, The first drainage channel (120) includes: The main reducer side internal drain hole (121) is located at the bottom of the oil pan (100) and between the oil pan (100) and the main reducer (200); A water collection and diversion channel (122) is provided at the bottom of the oil pan (100); The external drain hole (123) on the main reducer side is located between the oil pan (100) and the main reducer (200).
8. A powertrain according to any one of claims 2 to 5, characterized in that, The half-shaft support (300) is provided with a second drainage channel (330), which connects the inner cavity of the oil pan (100) with the external space; the second drainage channel (330) is meandering and is used to drain water and prevent foreign objects from entering the inner cavity of the oil pan (100).
9. A powertrain according to claim 8, characterized in that, The second drainage channel (330) includes: An internal drainage hole (331) is provided on the side of the half shaft, which is located at the bottom of the half shaft bracket (300); A flow guide (332) is disposed at the bottom of the half-shaft bracket (300) and covers the internal drainage hole (331) on the half-shaft side. An external drain hole (333) on the half-shaft side is located at the lowest point of the flow guide (332) and is located below the internal drain hole (331) on the half-shaft side.
10. A vehicle, characterized in that, Includes the vehicle body and the powertrain as described in any one of claims 1 to 9; The powertrain is mounted on the vehicle body.