Powertrains and vehicles

Abstract

The application discloses a power assembly and a vehicle. The power assembly comprises an engine, a motor, a first sealing element and a second sealing element, the engine comprises a cylinder body and a crankshaft, the crankshaft is arranged in the cylinder body, the motor comprises a stator and a rotor, the rotor is rotatable relative to the stator, the rotor is connected with the crankshaft, the stator is connected with the cylinder body, the first sealing element is located at one end of the motor facing the engine, the first sealing element is arranged between the stator and the rotor, the engine has a crankshaft hole, the crankshaft is arranged in the crankshaft hole, and the second sealing element is arranged between the crankshaft and the crankshaft hole. According to the power assembly, the first sealing element is arranged between the stator and the rotor, even if the second sealing element leaks slightly, the first sealing element can form a second defense line in the motor, liquid is prevented from further invading the winding area of the rotor and the stator, the electromagnetic performance in the motor is ensured to be not changed or attenuated, and the motor performance and service life are improved.

Description

Technical Field

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

[0002] The powertrain includes an engine and an electric motor. The engine and motor are connected, and engine oil can easily seep into the motor. Metal particles in the oil can alter or degrade the motor's electromagnetic properties, reducing its performance and even its lifespan. Related technologies use a seal between the engine crankshaft and cylinder block to prevent engine oil leakage. However, this method has a low tolerance for failure and carries the risk of seal failure and oil leakage, allowing oil to seep into the motor and affecting its electromagnetic performance. Utility Model Content

[0003] This application aims to at least partially address one of the aforementioned technical problems in the prior art. To this end, this application proposes a powertrain that improves the sealing effect of the motor and reduces the risk of impurities seeping into the motor.

[0004] This application also proposes a vehicle having the aforementioned powertrain.

[0005] The powertrain according to an embodiment of this application includes an engine, an electric motor, a first seal, and a second seal. The engine includes a cylinder block and a crankshaft, the crankshaft passing through the cylinder block. The electric motor includes a stator and a rotor, the rotor being rotatable relative to the stator and connected to the crankshaft. The stator is connected to the cylinder block. The first seal is located at one end of the electric motor facing the engine and is disposed between the stator and the rotor. The engine has a crankshaft bore, the crankshaft passing through the crankshaft bore. The second seal is disposed between the crankshaft and the crankshaft bore.

[0006] According to the powertrain of the present application embodiment, by adding a first seal between the stator and the rotor, even if the second seal has a slight leakage, the first seal can form a second line of defense inside the motor to prevent liquid from further intruding into the winding area of ​​the rotor and stator, thereby ensuring that the electromagnetic performance inside the motor will not change or decay, and improving the motor performance and service life.

[0007] According to some embodiments of this application, the first seal is sleeved on the end of the rotor facing the engine, the first seal is interference-fitted with the stator, and the first seal abuts against the rotor.

[0008] According to some embodiments of this application, the first seal is a full-circle annular structure.

[0009] According to some embodiments of this application, the powertrain further includes a third seal disposed between the cylinder block and the stator.

[0010] According to some embodiments of this application, the engine further includes a bracket, which is a full-circle annular structure. The bracket is fixedly connected to one end of the cylinder block near the motor. The bracket is sleeved on the outer periphery of the crankshaft. The third seal is disposed between the bracket and the stator.

[0011] According to some embodiments of this application, the third seal is a full-circle annular structure.

[0012] According to some embodiments of this application, the second seal is disposed between the crankshaft and the cylinder block, the crankshaft hole includes a first crankshaft hole located at one end of the cylinder block near the motor, the outer peripheral surface of the second seal is in contact with the hole wall of the first crankshaft hole, and the inner peripheral surface of the second seal is in contact with the crankshaft.

[0013] According to some embodiments of this application, the second seal is disposed between the crankshaft and the bracket, the crankshaft hole includes a second crankshaft hole located on the bracket, the outer peripheral surface of the second seal is in contact with the hole wall of the second crankshaft hole, and the inner peripheral surface of the second seal is in contact with the crankshaft.

[0014] According to some embodiments of this application, the second seal and the first seal are both oil seals, and the third seal is a sealing gasket.

[0015] The vehicle according to another embodiment of this application includes the powertrain described above.

[0016] According to another embodiment of the vehicle of this application, the powertrain adds a first seal between the stator and the rotor. Even if the second seal leaks slightly, the first seal can form a second line of defense inside the motor to prevent liquid from further intruding into the winding area of ​​the rotor and stator, thereby ensuring that the electromagnetic performance inside the motor will not change or decay, and improving the motor performance and service life.

[0017] 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

[0018] Figure 1 This is a perspective sectional view of the powertrain according to an embodiment of this application; Figure 2 This is a cross-sectional view of the powertrain according to an embodiment of this application; Figure 3 yes Figure 2A magnified view of a section at point A in the middle; Figure 4 This is a perspective view of the first sealing element according to an embodiment of this application; Figure 5 yes Figure 4 Cross-sectional view at point BB; Figure 6 This is a perspective view of the third sealing element according to an embodiment of this application; Figure 7 This is a perspective view of the bracket according to an embodiment of this application.

[0019] Figure label: Powertrain 10, engine 1, cylinder block 11, crankshaft 12, motor 2, stator 21, rotor 22, second seal 4, first seal 3, bracket 5, third seal 6, first mating part 71, second mating part 72, first lip 73, second lip 74. Detailed Implementation

[0020] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0021] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0022] The following is combined with Figures 1-7 The powertrain 10 and the vehicle having the powertrain 10 are described in detail according to embodiments of this application.

[0023] See Figures 1-4 As shown, the powertrain 10 according to an embodiment of this application may include an engine 1, an electric motor 2, a first seal 3, and a second seal 4. The engine 1 includes a cylinder block 11 and a crankshaft 12, with the crankshaft 12 passing through the cylinder block 11. The electric motor 2 includes a stator 21 and a rotor 22, with the rotor 22 rotatable relative to the stator 21. The rotor 22 is connected to the crankshaft 12, and the stator 21 is connected to the cylinder block 11. The first seal 3 is located at the end of the electric motor 2 facing the engine 1 and is disposed between the stator 21 and the rotor 22. The engine 1 has a crankshaft bore, with the crankshaft 12 passing through the crankshaft bore. The second seal 4 is disposed between the crankshaft 12 and the crankshaft bore.

[0024] Specifically, the second seal 4 is located at the end of the crankshaft 12 facing the motor 2 and is disposed between the crankshaft 12 and the crankshaft hole. The second seal 4 is a shaft end seal of the crankshaft 12, which can prevent liquids (such as engine oil, coolant, etc.) in the engine 1 from leaking into the motor 2 through the gap between the crankshaft 12 and the crankshaft hole. The first seal 3 is located in the gap between the stator 21 and the rotor 22, which can prevent impurities from entering the motor 2, especially the winding area between the rotor 22 and the stator 21 in the motor 2. Thus, even if the second seal 4 leaks slightly, the first seal 3 can form a second line of defense inside the motor 2, which can still prevent liquids (especially engine oil containing metal particles) from further intruding into the motor 2, thereby ensuring that the electromagnetic performance inside the motor 2 will not change or decay, ensuring that there will be no abnormal wear between the stator 21 and the rotor 22, and improving the performance and service life of the motor 2.

[0025] Alternatively, the impurities may be rainwater, dust, etc. from the external environment, or liquids (such as engine oil, coolant, etc.) leaking from the engine 1, or metal fragments in the liquid.

[0026] In some embodiments, the powertrain 10 is a P1 hybrid powertrain. The P1 hybrid powertrain is a hybrid system architecture where the electric motor 2 is located on the crankshaft 12 of the engine 1, typically replacing the original flywheel. The electric motor 2 is rigidly connected to the crankshaft 12 of the engine 1, allowing it to directly act as a starter motor for quick engine starting, reducing fuel consumption during startup. During engine 1 operation, the electric motor 2 can also provide auxiliary power, helping the engine 1 operate more efficiently. When the vehicle decelerates or brakes, the electric motor 2 can act as a generator, recovering the vehicle's kinetic energy and converting it into electrical energy stored in the battery.

[0027] Optionally, the first seal 3 can be a mechanical seal, a packing seal, an oil seal, etc., and the second seal 4 can be a mechanical seal, a packing seal, an oil seal, etc.

[0028] The mechanical seal consists of a rotating ring and a stationary ring. The rotating ring is connected to the rotating component, and the stationary ring is connected to the stationary component. A spring or bellows provides preload between the rotating and stationary rings, forming a sealing surface. During rotation, the rotating and stationary rings maintain close contact, while a sealing fluid (such as lubricating oil or coolant) forms a thin film between the sealing surfaces to prevent leakage.

[0029] The structure of the packing seal consists of multiple layers of packing material (such as asbestos, graphite, polytetrafluoroethylene, etc.) filling the sealing cavity. Pressure is applied by the gland to ensure tight contact between the packing and the rotating parts. Impurities are prevented from passing through through the elastic deformation and friction of the packing.

[0030] Oil seals are typically made of rubber or synthetic materials and have one or more lips that contact the rotating component to form a seal. The lips apply pressure to the surface of the rotating component, compensating for wear and tolerances through elastic deformation and preventing impurities from passing through.

[0031] The powertrain includes an engine and an electric motor. The engine and motor are connected, and engine oil can easily seep into the motor. Metal particles in the oil can alter or degrade the motor's electromagnetic properties, reducing its performance and even its lifespan. Related technologies use a seal between the engine crankshaft and cylinder block to prevent engine oil leakage. However, this method has a low tolerance for failure and carries the risk of seal failure and oil leakage, allowing oil to seep into the motor and affecting its electromagnetic performance.

[0032] According to the power assembly 10 of this application embodiment, by adding a first seal 3 between the stator 21 and the rotor 22, even if the second seal 4 has a slight leakage, the first seal 3 can form a second line of defense inside the motor 2, preventing liquid from further intruding into the winding area of ​​the rotor 22 and the stator 21, thereby ensuring that the electromagnetic performance inside the motor 2 will not change or decay, and improving the performance and service life of the motor 2.

[0033] In some embodiments, the rotor 22 is fixedly connected to the crankshaft 12, that is, when the rotor 22 rotates, it can drive the crankshaft 12 to rotate, and when the crankshaft 12 rotates, it can drive the rotor 22 to rotate.

[0034] In some embodiments, the crankshaft 12 and the rotor 22 are connected by fasteners.

[0035] In some embodiments, the cylinder body 11 and the stator 21 are connected by fasteners.

[0036] Alternatively, the fasteners in this application may be bolts, clips, pins, etc.

[0037] In some embodiments of this application, see Figure 3 , Figure 4 As shown, the first seal 3 is fitted onto the end of the rotor 22 facing the engine 1. The first seal 3 is interference-fitted with the stator 21 and abuts against the rotor 22. Specifically, the interference fit between the first seal 3 and the stator 21 effectively prevents impurities from seeping in along the gap between the inner hole of the stator 21 and the first seal 3. At the same time, the radial constraint force of the interference fit can suppress the circumferential displacement of the first seal 3 caused by the high-speed rotation of the rotor 22, ensuring the sealing stability of the first seal 3. The first seal 3 abuts against the rotor 22, and the inner circumferential surface of the first seal 3 is in contact with the outer circumferential surface of the rotor 22, so that the first seal 3 and the surface of the rotor 22 are dynamically in contact, which can effectively prevent impurities from seeping in along the surface of the rotor 22.

[0038] In some embodiments of this application, see Figures 3-5 As shown, the first seal 3 is a full-circle annular structure. Specifically, the first seal 3 surrounds between the rotor 22 and the stator 21. The inner circumferential surface of the first seal 3 is in close contact with the outer circumferential surface of the rotor 22, and the outer circumferential surface of the first seal 3 is in close contact with the inner circumferential surface of the stator 21. This allows the first seal 3 to completely fill the gap between the rotor 22 and the stator 21 in the radial direction of the motor 2, blocking the penetration of external impurities into the motor 2. This ensures that the electromagnetic performance of the motor 2 will not change or decay, and prevents abnormal wear between the stator 21 and the rotor 22, thereby improving the performance and service life of the motor 2.

[0039] In some embodiments, see Figures 3-5 As shown, the first seal 3 includes a mating part and a lip. One end of the mating part is connected to the lip. The side of the mating part away from the lip abuts against the stator 21, and the side of the lip away from the mating part abuts against the rotor 22.

[0040] In some embodiments, the mating part is a full-circle annular structure with a radial cross-section of two symmetrically spaced "7" shapes, and the lip is a full-circle annular structure with a radial cross-section of two symmetrically spaced "V" shapes. (See reference...) Figures 3-5 As shown, the mating part includes a first mating part 71 and a second mating part 72, and the lip includes a first lip 73 and a second lip 74. The first mating part 71, the second mating part 72, the first lip 73 and the second lip 74 are all ring structures. The first mating part 71 extends along the axial direction of the rotor 22, and the outer circumferential side of the first mating part 71 is in contact with the stator 21. The second mating part 72 has an angle with the first mating part 71. One end of the second mating part 72 is connected to one end of the first mating part 71, and the other end of the second mating part 72 is connected to one end of the first lip 73. The other end of the second mating part 72 is also connected to one end of the second lip 74. The other ends of the first lip 73 and the second lip 74 are spaced apart in the axial direction of the rotor 22 and both abut against the rotor 22.

[0041] In some embodiments, see Figure 5 As shown, the included angle between the first mating part 71 and the second mating part 72 is 90°, and the second mating part 72 extends radially along the rotor 22. In some embodiments not shown in the figure, the included angle between the first mating part 71 and the second mating part 72 may also be other angles, such as 70°, 80°, 100°, 110°, etc., or other angles within the range of 70° to 110°.

[0042] In some embodiments of this application, the powertrain 10 further includes a third seal 6 disposed between the cylinder block 11 and the stator 21.

[0043] It should be understood that one side of the third seal 6 is fitted with the stator 21, while the other side of the third seal 6 has multiple installation methods. The following will use two specific embodiments as examples to illustrate, and other methods will not be listed.

[0044] Firstly, in some embodiments not shown in the figures of this application, one side of the third seal 6 is fitted with the stator 21, and the other side is directly fitted with the cylinder body 11. Alternatively, the third seal 6 may be sleeved on the outer circumferential surface of the crankshaft 12, or it may be spaced apart from the crankshaft.

[0045] Specifically, the third seal 6 is disposed between the cylinder block 11 and the stator 21, and can seal the gap between the cylinder block 11 and the stator 21. By filling the gap between the cylinder block 11 and the stator 21, a static sealing interface is formed, preventing external impurities (such as moisture, dust, etc.) from entering the powertrain 10 through the gap, and also preventing the leakage of liquid from the engine 1 from seeping into the external environment along the gap between the cylinder block 11 and the stator 21, thus ensuring the overall stability and safety of the powertrain 10.

[0046] Meanwhile, the third seal 6 can also act as a soft connection between the stator 21 and the cylinder block 11. For example, during the operation of the powertrain 10, the electromagnetic vibration generated by the high-speed rotation of the crankshaft 12 and the rotor 22 will be transmitted to the cylinder block 11 and the stator 21. The third seal 6 can absorb at least a portion of these vibration energies to extend the mechanical life of the powertrain 10 and reduce the wear of the powertrain 10.

[0047] For example, the third seal 6 is a sheet-like structure, with one side of the third seal 6 fitting against the end face of the stator 21 and the other side directly fitting against the end face of the cylinder body 11.

[0048] Secondly, in some embodiments of this application, one side of the third seal 6 is attached to the stator 21, and the other side indirectly abuts against the cylinder body 11. That is, there is a gap between the third seal 6 and the cylinder body 11. Other components can be installed in this gap. The other components are well sealed with the third seal 6 and the cylinder body 11.

[0049] For example, see Figure 3 , Figure 6 , Figure 7 As shown, the engine 1 also includes a bracket 5, which is a ring structure. The bracket 5 is fixedly connected to one end of the cylinder block 11 near the motor 2. The bracket 5 is sleeved on the outer circumference of the crankshaft 12. The third seal 6 is disposed between the bracket 5 and the stator 21.

[0050] Specifically, the third seal 6 is disposed between the bracket 5 and the stator 21. By filling the gap between the bracket 5 and the stator 21, a static sealing interface is formed, preventing external impurities (such as moisture, dust, etc.) from entering the powertrain 10 through the gap. It also prevents the liquid leaked from the engine 1 from seeping into the external environment along the gap between the bracket 5 and the stator 21, thus ensuring the overall stability and safety of the powertrain 10.

[0051] Meanwhile, the third seal 6 can also act as a soft connection between the stator 21 and the bracket 5. During the operation of the powertrain 10, for example, the electromagnetic vibration generated by the high-speed rotation of the crankshaft 12 and the rotor 22 will be transmitted to the bracket 5 and the stator 21. The third seal 6 can absorb at least a portion of these vibration energies to extend the mechanical life of the powertrain 10 and reduce the wear of the powertrain 10.

[0052] In some embodiments, such as Figure 3 , Figure 6 As shown, the third seal 6 is a sheet-like structure. One side of the third seal 6 is attached to the stator 21, and the other side is attached to the bracket 5.

[0053] In some embodiments of this application, see Figure 6 As shown, the third seal 6 is a full-circle annular structure.

[0054] Specifically, the annular structure of the third seal 6 can completely cover the outer periphery of the crankshaft 12 and the rotor 22, avoiding the splicing gaps present in traditional segmented seals, and blocking the penetration of liquid in the circumferential direction from the source. At the same time, different oil passages, water passages, wires, etc. are often distributed around the crankshaft 12 and the rotor 22. The annular third seal 6 can closely fit the irregular contours to ensure full-area sealing of the outer periphery of the crankshaft 12 and the rotor 22.

[0055] Optionally, the third seal 6 can be a sealing ring, a sealing gasket, etc. For example Figure 3 , Figure 6 As shown, the third sealing element 6 is a soft gasket.

[0056] In related technologies, the stator and cylinder block are directly connected by bolts. In this case, the stator and cylinder block are rigidly connected, and sealing is achieved by the contact of the two planes of the stator and cylinder block (e.g., applying adhesive, metal sealing rings, etc.). However, both bolted connections and two-plane contact sealing are rigid connections, lacking elastic compensation capabilities, which can easily lead to over-positioning and cause conflicts between bolt assembly and sealing. According to the powertrain 10 of this application, by adding a third sealing element 6 (i.e., a soft gasket sealing gasket) between the bracket 5 and the stator 21 or between the cylinder block 11 and the stator 21, the risk of a rigid connection between the stator 21 and the cylinder block 11 is solved while ensuring the sealing effect, thus ensuring an effective connection between the motor 2 and the engine 1.

[0057] In some embodiments, see Figure 3 As shown, the second seal 4 is sleeved on the outer circumferential surface of the crankshaft 12. The outer circumferential surface of the second seal 4 is in contact with the wall of the crankshaft bore. The second seal 4 is located at the end of the crankshaft 12 facing the motor 2. The second seal 4 is adapted to prevent liquids (such as engine oil, coolant, etc.) in the engine 1 from flowing out. Specifically, the second seal 4 is disposed at the end of the crankshaft 12 facing the motor 2. The outer circumferential surface of the second seal 4 is in contact with the wall of the crankshaft bore. The second seal 4 is located at the gap between the crankshaft bore of the engine 1 and the crankshaft 12. The second seal 4 is a shaft end seal of the crankshaft 12, which can prevent liquids (such as engine oil, coolant, etc.) in the engine 1 from leaking through the gap between the crankshaft 12 and the crankshaft bore, especially preventing liquids in the engine 1 from leaking to the motor 2.

[0058] It should be understood that the inner circumferential surface of the second seal 4 abuts against the outer circumferential surface of the crankshaft 12, and there are various ways in which the outer circumferential surface of the second seal 4 abuts against the crankshaft hole. The following will use two specific embodiments as examples to illustrate, and other methods will not be listed.

[0059] Firstly, in some embodiments not shown in the figure, the second seal 4 is disposed between the crankshaft 12 and the cylinder block 11. The crankshaft hole includes a first crankshaft hole located at one end of the cylinder block 11 near the motor 2. The outer peripheral surface of the second seal 4 is in contact with the hole wall of the first crankshaft hole, and the inner peripheral surface of the second seal 4 is in contact with the crankshaft 12.

[0060] Specifically, the crankshaft 12 is rotatably inserted through the first crankshaft hole, and the second seal 4 is sleeved on the outside of the crankshaft 12. The second seal 4 forms a dynamic sealing barrier when the crankshaft 12 rotates by the cooperation of its outer peripheral surface with the first crankshaft hole and its inner peripheral surface with the crankshaft 12, thereby preventing liquid from leaking from the engine 1.

[0061] In some embodiments, the second seal 4 is interference-fitted with the first crankshaft bore, and the second seal 4 abuts against the crankshaft 12. Specifically, the interference fit between the second seal 4 and the first crankshaft bore creates radial compressive stress between the outer peripheral surface of the second seal 4 and the bore wall of the first crankshaft bore, eliminating the gap between the second seal 4 and the first crankshaft bore, and reducing the risk of leakage of internal fluid from the engine 1 through the gap between the second seal 4 and the first crankshaft bore. Simultaneously, the radial constraint force of the interference fit can suppress the circumferential displacement of the second seal 4 caused by the high-speed rotation of the crankshaft 12, ensuring the sealing stability of the second seal 4.

[0062] Secondly, in some embodiments of this application, see [reference]. Figures 1-3 , Figure 7 As shown, the second seal 4 is disposed between the crankshaft 12 and the bracket 5. The crankshaft hole includes a second crankshaft hole located on the bracket 5. The outer peripheral surface of the second seal 4 is in contact with the hole wall of the second crankshaft hole, and the inner peripheral surface of the second seal 4 is in contact with the crankshaft 12.

[0063] Specifically, the bracket 5 serves as the mounting carrier for the second seal 4, providing rigid support to ensure that the second seal 4 remains stably fitted when the crankshaft 12 rotates, thus preventing seal failure due to vibration.

[0064] In some embodiments, the bracket 5 is connected to the cylinder body 11 by fasteners.

[0065] In some embodiments of this application, see Figure 3 As shown, a sealing structure (not shown in the figure) is provided between the bracket 5 and the cylinder block 11. Specifically, the sealing structure fills the gap between the bracket 5 and the cylinder block 11, forming a reliable sealing effect, preventing liquid from seeping into the outside or the motor 2 along the contact surface between the bracket 5 and the cylinder block 11. At the same time, the sealing structure can also prevent impurities that may exist in the external environment (such as dust, mud, oil, etc.) from entering the engine 1 through the gap between the bracket 5 and the cylinder block 11, ensuring that the components inside the engine 1 will not experience abnormal wear and extending the service life of the engine 1.

[0066] Alternatively, the sealing structure can be a sealant, a sealing ring, a metal gasket, etc.

[0067] In some embodiments, the second seal 4 has a similar structure to the first seal 3, and also has a mating part and a lip. The mating part is a full-circle annular structure with two symmetrically spaced "7" shapes in the radial cross section, and the lip is a full-circle annular structure with two symmetrically spaced "V" shapes in the radial cross section. These will not be described in detail here.

[0068] In related technologies, engine oil can easily seep into the electric motor. Metal particles in the oil can alter or degrade the motor's electromagnetic properties, reducing its performance and even its lifespan. A seal is installed between the engine crankshaft and cylinder block to prevent oil leakage. However, this method has a low tolerance for failure and carries the risk of seal failure and oil leakage, allowing oil to seep into the motor and affecting its electromagnetic performance.

[0069] According to the powertrain 10 of this application embodiment, by adding a first seal 3 between the stator 21 and the rotor 22, even if the second seal 4 has a slight leakage, the first seal 3 can form a second line of defense inside the motor 2, which can still prevent impurities (especially machine oil containing metal particles) from further intruding into the motor 2 (especially the winding area between the rotor 22 and the stator 21), thereby ensuring that the electromagnetic performance inside the motor 2 will not change or decay, and improving the performance and service life of the motor 2.

[0070] In some embodiments of this application, see Figures 3-6 As shown, the second seal 4 and the first seal 3 are both oil seals, and the third seal 6 is a sealing gasket.

[0071] Specifically, the second seal 4 is an oil seal, which can prevent liquid leakage from the engine 1 (specifically, prevent liquid leakage to the motor 2). The first seal 3 is an oil seal, which can capture any small amount of liquid leaking through the second seal 4, ultimately preventing liquid from seeping into the motor 2. The two oil seals form a series sealing barrier. If one oil seal fails, the other oil seal can still work independently. The probability of liquid seeping into the motor 2 is reduced, ensuring that the electromagnetic characteristics of the motor 2 are not affected by external factors, and improving the fault tolerance.

[0072] Meanwhile, the third seal 6 added between the bracket 5 and the stator 21 or between the cylinder block 11 and the stator 21 can effectively prevent impurities in the external environment from entering the powertrain 10. Furthermore, the second seal 4 and the first seal 3 can also capture impurities that leak through the third seal 6, further ensuring that the powertrain 10 is protected from interference from the external environment, solving the risk of a hard connection between the motor 2 and the engine 1, and ensuring an effective connection between the motor 2 and the engine 1.

[0073] Thus, through a three-layer sealing method, the powertrain 10 achieves layered protection and synergistic efficiency, and realizes redundant design.

[0074] The vehicle according to another embodiment of this application includes the powertrain 10 described above.

[0075] According to another embodiment of the vehicle of this application, the powertrain 10 adds a first seal 3 between the stator 21 and the rotor 22. Even if the second seal 4 leaks slightly, the first seal 3 can form a second line of defense inside the motor 2 to prevent liquid from further intruding into the winding area of ​​the rotor 22 and the stator 21, thereby ensuring that the electromagnetic performance inside the motor 2 will not change or decay, and improving the performance and service life of the motor 2.

[0076] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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.

[0077] 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 them; 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. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0078] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example 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. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0079] 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 (10), characterized in that, include: An engine (1) includes a cylinder block (11) and a crankshaft (12) passing through the cylinder block (11). The motor (2) includes a stator (21) and a rotor (22), the rotor (22) being rotatable relative to the stator (21), the rotor (22) being connected to the crankshaft (12), and the stator (21) being connected to the cylinder block (11); The first seal (3) is located at one end of the motor (2) facing the engine (1), and the first seal (3) is disposed between the stator (21) and the rotor (22); The second seal (4) is provided between the crankshaft (1) and the crankshaft (12). The engine (1) has a crankshaft hole, and the crankshaft (12) passes through the crankshaft hole.

2. The powertrain (10) according to claim 1, characterized in that, The first seal (3) is sleeved on the end of the rotor (22) facing the engine (1), the first seal (3) is interference-fitted with the stator (21), and the first seal (3) abuts against the rotor (22).

3. The powertrain (10) according to claim 2, characterized in that, The first sealing element (3) is a ring structure.

4. The powertrain (10) according to claim 1, characterized in that, The powertrain (10) also includes a third seal (6) disposed between the cylinder block (11) and the stator (21).

5. The powertrain (10) according to claim 4, characterized in that, The engine (1) also includes a bracket (5), which is a ring structure. The bracket (5) is fixedly connected to the end of the cylinder block (11) near the motor (2). The bracket (5) is sleeved on the outer circumference of the crankshaft (12). The third seal (6) is disposed between the bracket (5) and the stator (21).

6. The powertrain (10) according to claim 4 or 5, characterized in that, The third sealing element (6) is a full-circle annular structure.

7. The powertrain (10) according to claim 1, characterized in that, The second seal (4) is disposed between the crankshaft (12) and the cylinder block (11). The crankshaft hole includes a first crankshaft hole located at one end of the cylinder block (11) near the motor (2). The outer peripheral surface of the second seal (4) is in contact with the hole wall of the first crankshaft hole, and the inner peripheral surface of the second seal (4) is in contact with the crankshaft (12).

8. The powertrain (10) according to claim 5, characterized in that, The second seal (4) is disposed between the crankshaft (12) and the bracket (5). The crankshaft hole includes a second crankshaft hole located on the bracket (5). The outer peripheral surface of the second seal (4) is in contact with the hole wall of the second crankshaft hole, and the inner peripheral surface of the second seal (4) is in contact with the crankshaft (12).

9. The powertrain (10) according to claim 4, characterized in that, The second seal (4) and the first seal (3) are both oil seals, and the third seal (6) is a gasket.

10. A vehicle, characterized in that, include: The powertrain (10) according to any one of claims 1-9.

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