powertrain

Abstract

The application provides a power assembly, which comprises a clutch and an engine, the engine is in transmission connection with the clutch, the engine comprises a crankcase, an oil pan and a crank connecting rod mechanism, the crankcase forms a crankcase space, the oil pan forms an oil pan space, the crank connecting rod mechanism is arranged in the crankcase space and can rotate relative to the crankcase, the crank connecting rod mechanism comprises a driving gear, the engine further comprises a transition gear assembly, the driving gear is in transmission connection with the clutch through the transition gear assembly, the transition gear assembly comprises a fixed shaft and a transition gear sleeved on the fixed shaft and fixed on the outer edge, a main oil passage for supplying oil to the crank connecting rod mechanism is formed in the crankcase, the fixed shaft is installed on the crankcase and extends to the main oil passage, the inside of the fixed shaft is provided with an oil storage chamber for storing lubricating oil, the oil storage chamber is in communication with the main oil passage, and an oil outlet hole in communication with the oil storage chamber is formed in the outer wall of the fixed shaft, so that the continuity of oil supply to the outer circumferential surface of the fixed shaft is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a powertrain. Background Technology

[0002] A powertrain is a collection of components that provide and transmit power to a vehicle. It includes an engine that generates power, a transmission that changes the speed and torque output of the engine, and a clutch that connects or disconnects the power transmission between the engine and the transmission.

[0003] An engine includes a crankshaft and a drive gear mounted on the crankshaft. The drive gear is connected to a clutch via a transmission. In some related technologies, a transition gear assembly connects the clutch and the drive gear. This transition gear assembly includes a fixed shaft and a transition gear mounted on the fixed shaft. When the transition gear rotates under the drive of the drive gear, friction occurs between the fixed shaft and the transition gear, thus requiring lubrication of the outer surface of the fixed shaft. However, during engine operation, unstable lubricating oil supply may occur, leading to significant wear between the fixed shaft and the transition gear. Utility Model Content

[0004] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide a powertrain with a longer service life for the transition gear assembly.

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

[0006] This application provides a powertrain including a clutch and an engine. The engine is driven by the clutch. The engine includes a crankcase, an oil pan, and a crankshaft connecting rod mechanism. The crankcase forms a crankcase space. The oil pan is connected to the crankcase and forms an oil pan space communicating with the crankcase space. The crankshaft connecting rod mechanism is arranged in the crankcase space and is rotatable relative to the crankcase. The crankshaft connecting rod mechanism includes a drive gear. The engine also includes a transition gear assembly. The drive gear is driven by the clutch through the transition gear assembly. The transition gear assembly includes a fixed shaft and a transition gear sleeved on the outer edge. The crankcase has a main oil passage for supplying oil to the crankshaft connecting rod mechanism. The fixed shaft is installed in the crankcase and extends into the main oil passage. The interior of the fixed shaft has an oil reservoir for storing lubricating oil, which communicates with the main oil passage. The outer wall of the fixed shaft has an oil outlet communicating with the oil reservoir.

[0007] Furthermore, the oil storage chamber extends through the fixed shaft along its axial direction.

[0008] Furthermore, the transition gear assembly also includes a bushing fitted between the fixed shaft and the transition gear. The inner wall of the bushing has an annular oil reservoir. When viewed radially along the fixed shaft, the oil reservoir coincides with the oil outlet.

[0009] Furthermore, the oil reservoir is located in the middle of the bushing, and the axial distance from the oil reservoir to both ends of the bushing is equal.

[0010] Furthermore, the width of the oil reservoir extending axially along the fixed shaft is the oil reservoir width, the width of the bushing extending axially along the fixed shaft is the bushing width, and the ratio between the oil reservoir width and the bushing width ranges from 0.09 to 0.13.

[0011] Furthermore, the ratio between the width of the oil reservoir and the width of the bushing ranges from 0.10 to 0.12.

[0012] Furthermore, the crankshaft connecting rod mechanism includes a crankshaft and a connecting rod. The crankshaft includes a main journal, a connecting rod journal, and a crank arm. The main journal is connected to the connecting rod journal via the crank arm. The connecting rod is engaged at the connecting rod journal. The connecting rod journal has a first crankshaft oil passage for storing lubricating oil. The first crankshaft oil passage extends axially along the connecting rod journal. A journal oil hole communicating with the first crankshaft oil passage is formed on the outer circumferential surface of the connecting rod journal. The lubricating oil in the first crankshaft oil passage can flow through the journal oil hole and across the outer circumferential surface of the connecting rod journal. The crankshaft has a second crankshaft oil passage. The second crankshaft oil passage extends from the outer circumferential surface of the main journal to the adjacent connecting rod journal. The second crankshaft oil passage communicates with the first crankshaft oil passage. The inner diameter of the second crankshaft oil passage is smaller than the inner diameter of the first crankshaft oil passage.

[0013] Furthermore, the crankshaft includes a main journal extension connected to the main journal. The axis of the main journal extension coincides with the rotation center line of the crankshaft. A third crankshaft oil passage is provided in the main journal extension. The third crankshaft oil passage extends axially along the main journal extension. One end of the third crankshaft oil passage is used to receive lubricating oil, and the other end of the third crankshaft oil passage is connected to the second crankshaft oil passage.

[0014] Furthermore, the crankshaft includes a counterweight, which is disposed between adjacent main journals and connecting rod journals and is integrally formed with the crank arm. The portion of the second crankshaft oil passage that connects the third crankshaft oil passage is located in the counterweight.

[0015] Furthermore, the ratio between the inner diameter of the second crankshaft oil passage and the inner diameter of the first crankshaft oil passage ranges from 0.28 to 0.37, and the ratio between the inner diameter of the first crankshaft oil passage and the outer diameter of the connecting rod shaft ranges from 0.28 to 0.4.

[0016] The powertrain provided in this application allows some lubricating oil to be delivered to the outer circumferential surface of the fixed shaft, while some lubricating oil is stored in the oil reservoir. The oil reservoir can continue to supply oil to the outer circumferential surface of the fixed shaft even when the main oil passage temporarily stops supplying oil, thus avoiding the interruption of oil supply under factors such as cold start or unstable oil pressure, and ensuring the continuity of oil supply to the outer circumferential surface of the fixed shaft. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the engine structure in the embodiment of this application;

[0018] Figure 2 This is an exploded view of the engine in the embodiment of this application;

[0019] Figure 3 This is a schematic diagram of the crankshaft in the embodiment of this application;

[0020] Figure 4 This is a schematic diagram of the crankshaft and side cover in the embodiment of this application;

[0021] Figure 5 This is a schematic diagram of the drive gear and transition gear assembly in the embodiments of this application;

[0022] Figure 6 This is a fourth cross-sectional view of the crankcase in the embodiment of this application;

[0023] Figure 7 for Figure 6 Enlarged view of point A;

[0024] Figure 8 This is a schematic diagram of the starting system and drive gear in the embodiments of this application;

[0025] Figure 9 This is a cross-sectional view of the main journal extension and the gear hub in the embodiment of this application;

[0026] Figure 10 This is a schematic diagram of a portion of the powertrain in an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0028] It should be noted that the terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates at least two. "Comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. "Connected" or "linked" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect.

[0029] like Figure 1 and Figure 2 As shown, this application provides a powertrain 10, which includes an engine 100. The engine 100 includes a housing 11, which includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, and an oil pan 115 connected in sequence. The oil pan 115 is located at the bottom of the housing 11 and forms an oil pan space (not shown), which is used to store lubricating oil. The crankcase 114 is connected to the oil pan 115, forming a crankcase space 103. A cylinder 1131 is disposed inside the cylinder block 113 and communicates with the crankcase space 103. The cylinder head 112 is connected to the cylinder block 113, and the cylinder head cover 111 is connected to the cylinder head 112 and located at the top of the housing 11. To clearly illustrate the technical solution of this application, the following are also provided: Figure 1 The powertrain 10 is shown in the up / down, left / right, and front / back directions.

[0030] In the technical solution of this application, the engine 100 is a V-type engine, which has two cylinder heads 112 distributed in a V shape, and each cylinder head 112 is equipped with a corresponding cylinder head cover 111.

[0031] like Figure 2 As shown, the engine 100 also includes a crankshaft connecting rod mechanism 12, a piston mechanism 13, a cam mechanism 14, a timing system 15, and an intake and exhaust system 16. The crankshaft connecting rod mechanism 12 is mounted in the crankcase 114 and located within the crankcase space 103. At least a portion of the crankshaft connecting rod mechanism 12 is connected to the piston mechanism 13. The piston mechanism 13 is disposed in a cylinder 1131 and can reciprocate within the cylinder 1131, thereby driving the crankshaft connecting rod mechanism 12 to rotate. The piston 13 has a top dead center (TDC), which refers to the position in the cylinder 1131 where the piston 13 has moved to the furthest point from the crankshaft connecting rod mechanism 12. At least a portion of the cylinder 1131 forms a combustion chamber 101, which is the space between the top dead center of the piston mechanism 13 and the cylinder head 112 when the piston mechanism 13 moves to the top dead center within the cylinder 1131. The cam mechanism 14 is mounted in the cylinder head 112 and can rotate relative to the cylinder head 112. The timing system 15 is connected to the cam mechanism 14 and the crankshaft connecting rod mechanism 12 respectively. The timing system 15 is used to drive the cam mechanism 14 to rotate under the action of the crankshaft connecting rod mechanism 12. The intake and exhaust system 16 is at least partially installed on the cylinder head 112. The intake and exhaust system 16 is used to control the communication or isolation between the combustion chamber 101 and the outside world.

[0032] To clearly illustrate the technical solution of this application, the following are also defined: Figure 2The reference line 104 and reference line 105 shown further explain the positional and assembly relationships between the components within the engine 100. The reference line 104 is parallel to the rotation center line of the crankshaft connecting rod mechanism 12, and the cylinder 1131 has a cylinder axis that is parallel to the reference line 105.

[0033] like Figure 3 As shown, in one implementation, the crankshaft connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod 122. The crankshaft 121 has a main journal 1211, a connecting rod journal 1212, and a crank arm 1213. The axis of the main journal 1211 coincides with the rotation center line of the crankshaft connecting rod mechanism 12. When the crankshaft connecting rod mechanism 12 rotates, the connecting rod journal 1212 can rotate around the rotation center line of the crankshaft connecting rod mechanism 12. The crank arm 1213 is disposed between the main journal 1211 and the connecting rod journal 1212. The crank arm 1213 has two end faces distributed along the extension direction of the reference line 104. One end face of the crank arm 1213 is connected to the main journal 1211, and the other end face of the crank arm 1213 is connected to the connecting rod journal 1212. The crankshaft 121 is mounted on the bearing seat 1149 of the crankcase 114 via the main journal 1211 and can rotate relative to the bearing seat 1149. The connecting rod 122 is engaged with the connecting rod journal 1212 of the crankshaft 121 and can rotate relative to the connecting rod journal 1212.

[0034] like Figure 3 As shown, specifically, a crankshaft oil passage 1215 is provided in the crankshaft 121, through which lubricating oil is delivered to the connection between the crankshaft 121 and the connecting rod 122, and the connection between the crankshaft 121 and the bearing seat 1149. To clearly illustrate the embodiments of this application, the crankshaft oil passage 1215 is divided into a first crankshaft oil passage 1215a and a second crankshaft oil passage 1215b. The first crankshaft oil passage 1215a is located in the connecting rod journal 1212, and at least a portion of the second crankshaft oil passage 1215b is located between the main journal 1211 and the connecting rod journal 1212.

[0035] The first crankshaft oil passage 1215a extends axially along the connecting rod journal 1212. A journal oil hole 1212a communicating with the first crankshaft oil passage 1215a is provided on the outer peripheral surface of the connecting rod journal 1212. The lubricating oil in the first crankshaft oil passage 1215a can flow from the journal oil hole 1212a through the outer peripheral surface of the connecting rod journal 1212.

[0036] The second crankshaft oil passage 1215b extends from the main journal 1211 toward the connecting rod journal 1212 and passes through at least a portion of the crank arm 1213. One end of the second crankshaft oil passage 1215b communicates with the first crankshaft oil passage 1215a, and the other end of the second crankshaft oil passage 1215b extends to the outer peripheral surface of the main journal 1211, where an oil inlet hole 1215f is formed. This allows the lubricating oil flowing through the outer peripheral surface of the main journal 1211 to enter the second crankshaft oil passage 1215b through the oil inlet hole 1215f, and then be transported to the first crankshaft oil passage 1215a via the second crankshaft oil passage 1215b.

[0037] The inner diameter of the second crankshaft oil passage 1215b is smaller than the inner diameter of the first crankshaft oil passage 1215a.

[0038] It should be noted that when the crankshaft connecting rod mechanism 12 rotates, the oil supply from the second crankshaft oil passage 1215b to the first crankshaft oil passage 1215a may be insufficient due to unstable oil pressure.

[0039] The above settings enhance the oil storage capacity of the first crankshaft oil passage 1215a, ensuring the lubrication effect at the connection between the connecting rod 122 and the connecting rod journal 1212.

[0040] like Figure 3 As shown, in one implementation, the ratio between the inner diameter R1 of the second crankshaft oil passage 1215b and the inner diameter R2 of the first crankshaft oil passage 1215a ranges from 0.28 to 0.37, further, the ratio ranges from 0.3 to 0.35, and more preferably, the ratio is 0.33. It should be noted that if the ratio between the inner diameter R1 of the second crankshaft oil passage 1215b and the inner diameter R2 of the first crankshaft oil passage 1215a is too large, the lubricating oil that can be stored in the first crankshaft oil passage 1215a will be insufficient to ensure the continuity of oil supply to the outer circumferential surface of the connecting rod journal 1212 when the oil supply to the second crankshaft oil passage 1215b is abnormal. If the ratio between the inner diameter R1 of the second crankshaft oil passage 1215b and the inner diameter R2 of the first crankshaft oil passage 1215a is too small, the oil supply of the second crankshaft oil passage 1215b will be insufficient to supply the required amount of lubricating oil to the outer circumferential surface of the connecting rod journal 1212 due to the limitation imposed by the size of the connecting rod journal 1212 on the size of the first crankshaft oil passage 1215a, thus failing to guarantee the continuity of oil supply to the outer circumferential surface of the connecting rod journal 1212. The above-mentioned arrangement ensures the continuity of oil supply to the outer circumferential surface of the connecting rod journal 1212.

[0041] As one implementation, the ratio between the inner diameter R2 of the first crankshaft oil passage 1215a and the outer diameter R3 of the connecting rod journal 1212 ranges from 0.28 to 0.4, further, from 0.3 to 0.35, and more preferably 0.32. It should be noted that if the ratio between the inner diameter R2 of the first crankshaft oil passage 1215a and the outer diameter of the connecting rod journal 1212 is too large, the volume of the drilled portion in the connecting rod journal 1212 resulting from the opening of the first crankshaft oil passage 1215a will be large, leading to a decrease in the structural strength of the connecting rod journal 1212. If the ratio is too small, since the dimensions of the connecting rod journal 1212 are fixed, the inner diameter R2 of the first crankshaft oil passage 1215a is small, and the lubricating oil that can be stored in the first crankshaft oil passage 1215a is insufficient to ensure the continuity of oil supply to the outer circumferential surface of the connecting rod journal 1212. With the above settings, the oil supply to the outer circumferential surface of the connecting rod journal 1212 is made continuous while ensuring the structural strength of the connecting rod journal 1212.

[0042] like Figure 3 As shown, in one implementation, the crankshaft 121 includes a main journal extension 1216 connected to the main journal 1211. The main journal extension 1216 is located on the side of the main journal 1211 opposite to the crank arm 1213. The axis of the main journal extension 1216 coincides with the axis of the main journal 1211. A third crankshaft oil passage 1215c is formed in the main journal extension 1216. The extending direction of the third crankshaft oil passage 1215c is parallel to that of the main journal extension 1211. The axial alignment of 216 is such that one end of the third crankshaft oil passage 1215c forms an oil passage port 1215g that penetrates the main journal extension 1216, and the other end of the third crankshaft oil passage 1215c is connected to the second crankshaft oil passage 1215b. The oil passage port 1215g of the third crankshaft oil passage 1215c is used to receive lubricating oil, and the lubricating oil is transported to the second crankshaft oil passage 1215b and the first crankshaft oil passage 1215a through the third crankshaft oil passage 1215c.

[0043] Specifically, the crankshaft 121 includes a counterweight 1214, which is disposed between adjacent main journals 1211 and connecting rod journals 1212 and is integrally formed with the crank arm 1213. The portion where the second crankshaft oil passage 1215b and the third crankshaft oil passage 1215c are connected is located in the crank arm 1213. In this embodiment, a machining angle μ is formed between the axis of the second crankshaft oil passage 1215b and the axis of the third crankshaft oil passage 1215c, and the machining angle μ ranges from 30° to 60°, thereby improving the overall structural strength of the crankshaft connecting rod mechanism 12.

[0044] As one implementation method, a machining port 1215d is provided on the crank arm 1213, which is connected to the first crankshaft oil passage 1215a. The opening direction of the machining port 1215d coincides with the axial direction of the first crankshaft oil passage 1215a, thereby reducing the machining difficulty of the first crankshaft oil passage 1215a.

[0045] Furthermore, a plug (not shown in the figure) is provided at the machining port 1215d to block the first crankshaft oil passage 1215a along its axial direction.

[0046] It should be noted that after the engine 100 is manufactured, it needs to undergo a cold test. The cold test of the engine 100 refers to checking the assembly quality, operating status and basic performance of the engine 100 without ignition.

[0047] like Figure 4 As shown, in one implementation, the main journal extension 1216 is provided with a debugging section 1216a at one end away from the main journal 1211. The debugging section 1216a is located on the outer edge of the main journal extension 1216. The main journal extension 1216 can engage with the debugging fixture through the debugging section 1216a to perform a cold test on the engine 100.

[0048] Specifically, the adjustment part 1216a can be an external bolt formed by machining. When viewed axially from the main journal 1211, the adjustment part 1216a has a hollow structure, which can prevent the adjustment part 1216a from blocking the third crankshaft oil passage 1215c, so that the lubricating oil cannot flow to the third crankshaft oil passage 1215c through the adjustment part 1216a. Moreover, the specifications of the adjustment part 1216a are standard specifications, and no additional machining adjustment tooling is required.

[0049] With the above settings, the engine 100 seal does not need to be opened during cold testing. The cold test can be carried out by simply engaging the testing fixture with the testing section 1216a, making the cold test more convenient.

[0050] As one implementation, the outer casing 11 also includes a side cover 117, which covers the crankcase 114 along the axial direction of the main journal extension 1216. The side cover 117 includes a side cover housing 1171 and a side cover cover 1172. A through hole 1171a is formed on the side cover housing 1171, which coincides with the adjustment part 1216a in the axial direction of the main journal extension 1216. The side cover cover 1172 is detachably installed on the side cover housing 1171 and covers the through hole 1171a. With the above configuration, during the cold test of the engine 100, only the side cover cover 1172 needs to be removed, without removing the side cover housing 1171, to engage the adjustment fixture with the adjustment part 1216a, thus improving the convenience of the cold test of the engine 100.

[0051] like Figure 5As shown, the powertrain 10 provided in this application also includes a clutch 300 (see [link]). Figure 10 The engine 100 is connected to the clutch 300 via a transmission. Specifically, the clutch 300 includes a primary driven gear 32, and the engine 100 meshes with the primary driven gear 32 through a gear structure.

[0052] As one implementation, the crankshaft connecting rod mechanism 12 includes a crankshaft 121 and a drive gear 123. A transition gear assembly 124 is provided between the drive gear 123 and the primary driven gear 32. The transition gear assembly 124 meshes with the drive gear 123 and the primary driven gear 32 respectively. The transmission direction, speed or torque from the drive gear 123 to the clutch 300 is adjusted by the transition gear assembly 124.

[0053] like Figure 5 and Figure 6 As shown, the transition gear assembly 124 includes a fixed shaft 1241 and a transition gear 1242 sleeved on the outer edge of the fixed shaft 1241. The transition gear 1242 is clearance-fitted with the fixed shaft 1241, and the transition gear 1242 can rotate around the axis of the fixed shaft 1241 under the drive of the drive gear 123. The fixed shaft 1241 is installed in the crankcase 114, and the interior of the fixed shaft 1241 has an oil reservoir 1241a for storing lubricating oil. The engine 100 has a main oil passage 183 extending from the crankcase 114 to the cylinder head 112. At least a portion of the main oil passage 183 is located in the crankcase 114. An oil reservoir 1241a extends through the fixed shaft 1241 along its axial direction and communicates with the main oil passage 183. An oil outlet 1241b communicating with the oil reservoir 1241a is provided on the outer wall of the fixed shaft 1241. The oil outlet 1241b is used to deliver the lubricating oil in the oil reservoir 1241a to the outer circumferential surface of the fixed shaft 1241 to lubricate the connection between the fixed shaft 1241 and the transition gear 1242.

[0054] In this embodiment of the application, the crankcase 114 includes an upper housing 1141 (see...). Figure 2 ) and lower housing 1142 (see Figure 2 The upper housing 1141 is integrally formed with the cylinder block 113. At least a portion of the main oil passage 183 is located in the upper housing 1141 and extends from the connection surface between the upper housing 1141 and the lower housing 1142 towards the cylinder block 113, with its extension direction being substantially parallel to the vertical direction of the powertrain 10. At least a portion of the fixed shaft 1241 is embedded in the upper housing 1141, so that the oil reservoir 1241a of the fixed shaft 1241 is connected to the main oil passage 183.

[0055] Understandably, lubricating oil can enter the oil reservoir 1241a from the oil pan space through the main oil passage 183. Some lubricating oil is delivered to the outer peripheral surface of the fixed shaft 1241, and some lubricating oil is stored in the oil reservoir 1241a. Since the outer peripheral surface of the fixed shaft 1241 needs a continuous oil supply, if the engine 100 is in a low-temperature state when it is not started or has just started, or if the main oil passage 183 temporarily stops supplying oil due to unstable oil pressure or other factors, the lubricating oil stored in the oil reservoir 1241a can ensure the continuity of oil supply to the outer peripheral surface of the fixed shaft 1241.

[0056] With the above configuration, the oil reservoir 1241a can continue to supply oil to the outer circumferential surface of the fixed shaft 1241 even when the main oil passage 183 temporarily stops supplying oil, thus avoiding the interruption of oil supply under factors such as cold start or unstable oil pressure, and ensuring the continuity of oil supply to the outer circumferential surface of the fixed shaft 1241.

[0057] like Figure 7 As shown, in one implementation, the transition gear assembly 124 further includes a bushing 1243 sleeved between the fixed shaft 1241 and the transition gear 1242. The bushing 1243 is used to reduce vibration between the fixed shaft 1241 and the transition gear 1242, making the operation of the fixed shaft 1241 and the transition gear 1242 smoother. An annular oil reservoir 1243a is formed on the inner wall of the bushing 1243. When viewed radially along the fixed shaft 1241, the oil reservoir 1243a coincides with any oil outlet 1241b. The oil reservoir 1243a can receive and store the lubricating oil flowing from the oil outlet 1241b to the outer circumferential surface of the fixed shaft 1241, lubricating the gap of the bushing 1243, so as to avoid metal burrs clogging the oil outlet 1241b or scratching the bushing 1243.

[0058] Specifically, the oil reservoir 1243a is located in the middle of the bushing 1243, and the axial distance from the oil reservoir 1243a to both ends of the bushing 1243 is equal, making the load on both ends of the bushing 1243 more uniform and improving the structural strength of the bushing 1243. In the embodiment of this application, the bushing 1243 is a hollow cylindrical structure with two distinct ends, and the middle part of the bushing 1243 refers to the portion between the two ends of the bushing 1243. In other words, a section perpendicular to the axial center line of the bushing 1243 is defined, which passes through the middle part of the bushing 1243 and substantially bisects the bushing 1243.

[0059] It should be noted that the clearance of bushing 1243 is at the same position as the outer circumferential surface of fixed shaft 1241 mentioned above. Therefore, oil reservoir 1243a can also lubricate the clearance of bushing 1243 even when oil supply is temporarily interrupted due to factors such as unstable oil pressure. By setting oil reservoir 1243a, the structural strength of bushing 1243 can be improved while ensuring the continuity of lubrication of the clearance of bushing 1243.

[0060] As one implementation, the width of the oil reservoir 1243a extending axially along the fixed shaft 1241 is defined as the oil reservoir width L1, and the width of the bushing 1243 extending axially along the fixed shaft 1241 is defined as the bushing width L2. The ratio between the oil reservoir width L1 and the bushing width L2 ranges from 0.09 to 0.13, further from 0.095 to 0.125, and more preferably from 0.10 to 0.12. It should be noted that if the ratio between the oil reservoir width L1 and the bushing width L2 is too small, the oil reservoir 1243a can store less lubricating oil, making it impossible to ensure continuous oil supply to the bushing 1243 gap during a brief interruption of oil supply. If the ratio is too large, the hollow area inside the bushing 1243 caused by the oil reservoir 1243a will be larger, reducing the structural strength of the bushing 1243. With the above settings, while ensuring the structural strength of the bushing 1243, the oil reservoir 1243a can ensure the continuity of oil supply to the gap of the bushing 1243 even when the oil supply is temporarily stopped.

[0061] like Figure 8 and Figure 9 As shown, the engine 100 also includes a starting system 21, which includes a starter motor 211 and a starter gear 212 that is connected to the starter motor 211 in a transmission. The starter gear 212 is connected to the drive gear 123, and the two are coaxially arranged and can rotate relative to each other.

[0062] As one implementation method, a one-way element 213 is provided between the starting gear 212 and the drive gear 123. The one-way element 213 keeps the starting gear 212 stationary when the drive gear 123 rotates. When the drive gear 123 is stationary, the starting gear 212 can drive the drive gear 123 to rotate under the action of the starting motor 211.

[0063] The drive gear 123 includes a gear hub 1231 sleeved on the crankshaft 121. At least a portion of the gear hub 1231 extends axially toward the starter gear 212, such that the starter gear 212 is sleeved on the outer edge of the gear hub 1231. An oil passage 1231a is provided on the gear hub 1231. As described above, a third crankshaft oil passage 1215c is provided in the crankshaft 121. The oil passage 1231a communicates with the third crankshaft oil passage 1215c and can deliver the lubricating oil in the third crankshaft oil passage 1215c to the space between the starter gear 212 and the gear hub 1231.

[0064] Specifically, the one-way element 213 is configured as a one-way clutch, which has two working states: locked and unlocked. When the one-way clutch is locked, the starting gear 212, the one-way clutch and the drive gear 123 are connected in transmission, and the starting gear 212 can drive the drive gear 123 to rotate. When the one-way clutch is unlocked, the transmission connection between the starting gear 212, the one-way clutch and the drive gear 123 is broken.

[0065] It should be noted that the starting gear 212 rotates in the same direction as the starter motor 211, and the crankshaft 121 rotates in the same direction as the drive gear 123. When the engine 100 is in the starting state, the starter motor 211 generates power, the one-way clutch is locked, and the power of the starting gear 212 is transmitted to the drive gear 123, causing the drive gear 123 to rotate in the opposite direction to the rotation of the starting gear 212, thereby causing the crankshaft 121 to rotate. When the engine 100 is in the already started state, the one-way clutch is unlocked, the drive gear 123 is driven by the crankshaft 121, and the starting gear 212 idles.

[0066] Furthermore, the crankshaft 121 and the gear hub 1231 are connected by a spline, so the oil passage 1231a can always be connected to the third crankshaft oil passage 1215c. At the same time, since the lubricating oil in the third crankshaft oil passage 1215c has not yet lubricated other components of the crankshaft 121, the temperature of the lubricating oil in the oil passage 1231a and the third crankshaft oil passage 1215c is low, and the lubrication effect of the lubricating oil is better.

[0067] With the above settings, the lubricating oil passes through the third crankshaft oil passage 1215c and the oil passage 1231a to lubricate the contact area between the starter gear 212 and the gear hub 1231. This ensures the continuity of oil supply to the contact area between the starter gear 212 and the gear hub 1231 while preventing the lubricating oil temperature from becoming too high, which would reduce the lubrication effect of the lubricating oil.

[0068] As described above, crankshaft 121 includes a main journal extension 1216, a drive gear 123 sleeved on the main journal extension 1216, and an oil supply through hole 1216c that connects the third crankshaft oil passage 1215c with the oil passage 1231a.

[0069] Specifically, an annular oil storage space 1216b is formed between the main journal extension 1216 and the gear hub 1231. This oil storage space 1216b can store lubricating oil to ensure the continuity of oil supply to the contact point between the starting gear 212 and the gear hub 1231 in the event that the oil supply to the main oil passage 183 is temporarily stopped due to factors such as unstable oil pressure. It can also prevent metal burrs from clogging the oil supply through hole 1216c or causing scratches on the gear hub 1231.

[0070] As an optional implementation, the drive gear 123 includes teeth 1232 distributed around the outer edge of the gear hub 1231. The gear hub 1231 includes an intermediate section 1231b and an extension section 1231c, which are distributed along the axial direction of the drive gear 123 and are integrally formed. The teeth 1232 are integrally formed with the intermediate section 1231b of the gear hub 1231. The starting gear 212 is sleeved on the outer edge of the extension section 1231c. The inner diameter of the extension section 1231c is larger than the inner diameter of the intermediate section 1231b, forming an oil storage space 1216b between the extension section 1231c and the main journal extension 1216.

[0071] Specifically, the oil passage 1231a is provided in the extension section 1231c. The oil passage 1231a penetrates two opposite surfaces of the extension section 1231c to receive lubricating oil in the oil storage space 1216b and deliver the lubricating oil to the contact point between the starter gear 212 and the extension section 1231c. The angle between the extension direction of the oil passage 1231a and the axis of the drive gear 123 is an acute angle, so that the lubricating oil flowing through the oil passage 1231a can flow to the contact point between the starter gear 212 and the extension section 1231c.

[0072] Understandably, during operation, the load-bearing area of ​​the drive gear 123 is the tooth 1232 and the middle section 1231b of the gear hub 1231. The oil storage space 1216b is formed by the extension section 1231c and the main journal extension 1216. The oil passage 1231a is set in the extension section 1231c. The oil storage space 1216b and the oil passage 1231a have little impact on the tooth 1232 and the middle section 1231b, thus avoiding the weakening of the load-bearing capacity of the drive gear 123 due to the setting of the oil storage space 1216b and the oil passage 1231a, and improving the structural strength of the drive gear 123.

[0073] As one implementation, the starting system 21 also includes a double gear 214 disposed between the starter motor 211 and the starter gear 212. Since the speed of the starter motor 211 is too high compared to the speed required by the starter gear 212, and / or the rotation direction of the starter motor 211 is opposite to the rotation direction required by the starter gear 212, the double gear 214 can convert the speed and / or rotation direction of the starter motor 211 into the speed and / or rotation direction required by the starter gear 212, so that the double gear 214 can drive the starter gear 212 under the action of the starter motor 211.

[0074] like Figure 10As shown, the powertrain 10 provided in this application includes, in addition to the engine 100 described above, a clutch 300 and a gearbox 400. The engine 100 generates power, the clutch 300 controls the power transmission between the engine 100 and the gearbox 400, and the gearbox 400 adjusts the power output when the clutch 300 engages the power transmission between the engine 100 and the gearbox 400. The crankshaft connecting rod mechanism 12 transmits power to the clutch 300, and the gearbox 400 includes a main shaft 41 that receives power transmitted from the engine 100.

[0075] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A powertrain, comprising: clutch; An engine, which is drive-connected to the clutch, the engine comprising: Crankcase, which forms the crankcase space; An oil pan, which is connected to the crankcase and forms an oil pan space that communicates with the crankcase space; A crankshaft connecting rod mechanism is arranged in the crankcase space and is rotatable relative to the crankcase, the crankshaft connecting rod mechanism including a drive gear; The engine is characterized in that it further includes a transition gear assembly, the drive gear is connected to the clutch via the transition gear assembly, the transition gear assembly includes a fixed shaft and a transition gear sleeved on the outer edge, the crankcase has a main oil passage for supplying oil to the crankshaft connecting rod mechanism, the fixed shaft is installed in the crankcase and extends to the main oil passage, the interior of the fixed shaft has an oil reservoir for storing lubricating oil, the oil reservoir communicates with the main oil passage, and the outer wall of the fixed shaft has an oil outlet hole communicating with the oil reservoir.

2. The powertrain according to claim 1, characterized in that, The oil storage chamber extends through the fixed shaft along its axial direction.

3. The powertrain according to claim 1, characterized in that, The transition gear assembly also includes a bushing fitted between the fixed shaft and the transition gear. The inner wall of the bushing has an annular oil reservoir. When viewed radially along the fixed shaft, the oil reservoir coincides with the oil outlet.

4. The powertrain according to claim 3, characterized in that, The oil reservoir is located in the middle of the bushing, and the axial distance from the oil reservoir to both ends of the bushing is equal.

5. The powertrain according to claim 3, characterized in that, The width of the oil reservoir extending axially along the fixed shaft is the oil reservoir width, and the width of the bushing extending axially along the fixed shaft is the bushing width. The ratio between the oil reservoir width and the bushing width ranges from 0.09 to 0.

13.

6. The powertrain according to claim 5, characterized in that, The ratio between the width of the oil storage tank and the width of the bushing ranges from 0.10 to 0.

12.

7. The powertrain according to claim 1, characterized in that, The crankshaft connecting rod mechanism includes a crankshaft and a connecting rod. The crankshaft includes a main journal, a connecting rod journal, and a crank arm. The main journal is connected to the connecting rod journal via the crank arm. The connecting rod is engaged with the connecting rod journal. The connecting rod journal has a first crankshaft oil passage for storing lubricating oil. The first crankshaft oil passage extends axially along the connecting rod journal. A journal oil hole communicating with the first crankshaft oil passage is formed on the outer peripheral surface of the connecting rod journal. The lubricating oil in the first crankshaft oil passage can flow through the journal oil hole and across the outer peripheral surface of the connecting rod journal. The crankshaft has a second crankshaft oil passage extending from the outer peripheral surface of the main journal to the adjacent connecting rod journal. The second crankshaft oil passage communicates with the first crankshaft oil passage. The inner diameter of the second crankshaft oil passage is smaller than the inner diameter of the first crankshaft oil passage.

8. The powertrain according to claim 7, characterized in that, The crankshaft includes a main journal extension connected to the main journal. The axis of the main journal extension coincides with the rotation center line of the crankshaft. A third crankshaft oil passage is provided in the main journal extension. The third crankshaft oil passage extends axially along the main journal extension. One end of the third crankshaft oil passage is used to receive lubricating oil, and the other end of the third crankshaft oil passage is connected to the second crankshaft oil passage.

9. The powertrain according to claim 8, characterized in that, The crankshaft includes a counterweight block disposed between adjacent main journals and connecting rod journals and integrally formed with the crank arm. The portion of the second crankshaft oil passage that connects with the third crankshaft oil passage is located in the counterweight block.

10. The powertrain according to claim 7, characterized in that, The ratio between the inner diameter of the second crankshaft oil passage and the inner diameter of the first crankshaft oil passage ranges from 0.28 to 0.37, and the ratio between the inner diameter of the first crankshaft oil passage and the outer diameter of the connecting rod shaft ranges from 0.28 to 0.4.

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