CN221074399U - Power assembly - Google Patents

Abstract

The utility model discloses a power assembly, which comprises an outer shell and a valve mechanism. The outer housing includes a cylinder head and a cylinder block. The valve mechanism comprises a timing chain and a tensioning plate used for tensioning the timing chain, the tensioning plate is in butt joint with the timing chain, at least part of the tensioning plate is arranged in a crank case and is connected with the crank case, a protruding portion is arranged on the tensioning plate, the valve mechanism comprises a torsion spring and a pivot, the pivot penetrates through the protruding portion and can move in the protruding portion, the protruding portion is connected with the crank case through the pivot, at least part of the torsion spring is sleeved on the protruding portion, one end of the torsion spring is connected with the tensioning plate, the other end of the torsion spring is connected with the crank case, and one end of the torsion spring connected with the tensioning plate has pretightening force acting on the tensioning plate. Through the arrangement, the torsion spring can always tension the timing chain, and the working stability of the timing chain is improved.

Description

Power assembly

Technical Field

The utility model relates to the technical field of power devices, in particular to a power assembly.

Background

The timing component of the power assembly comprises a timing chain, a tensioner, a tensioning plate and the like, and the timing component can timely enter air and timely discharge waste gas by controlling the opening or closing of an inlet valve and an exhaust valve of an engine, so that the power assembly can work stably and efficiently.

The tensioner is used for acting the tensioning plate on the timing chain, so that the tensioning plate can tension the timing chain, and the timing chain is always kept in a tensioning state. However, in the prior art, the tensioner has a complicated structure, high cost and complicated operation, thereby making the timing chain work less stable.

Disclosure of utility model

In order to solve the defects in the prior art, the utility model aims to provide a power assembly, and the timing chain of the power assembly has higher working stability.

In order to achieve the above purpose, the present utility model adopts the following technical scheme:

A power assembly comprises an outer shell, a cylinder body, a crank connecting rod mechanism, a speed change mechanism, a gas distribution mechanism, a piston mechanism and a lubrication mechanism. The outer shell is formed with accommodation space, and the outer shell includes cylinder head and cylinder block, and the cylinder block is connected with the cylinder head. The crank-link mechanism is at least partially disposed in the accommodation space, and includes a crankshaft and a connecting rod connected to the crankshaft. The speed change mechanism is at least partially disposed in the accommodation space. The valve mechanism comprises a timing chain and a tensioning plate for tensioning the timing chain, the tensioning plate is abutted with the timing chain, and at least part of the tensioning plate is arranged in the crankcase and connected with the crankcase. The piston mechanism includes a piston disposed in the accommodation space. The lubrication mechanism is at least partially disposed in the receiving space and is used to lubricate the powertrain. The valve mechanism comprises a torsion spring and a pivot, the pivot penetrates through the bulge, the bulge can move in the bulge, the bulge is connected with a crank case through the pivot, at least part of the torsion spring is sleeved on the bulge, one end of the torsion spring is connected with the tension plate, the other end of the torsion spring is connected with the crank case, and one end of the torsion spring connected with the tension plate has pretightening force acting on the tension plate.

Further, the crankcase is formed with the connection protruding at least partially, is provided with the connecting hole on the connection protruding, and the one end of torsional spring sets up in the connecting hole at least partially.

Further, the tensioning plate comprises a clamping portion for fixing the torsion spring, and the torsion spring is at least partially clamped with the clamping portion.

Further, the clamping portion at least partially surrounds the accommodating space, and the torsion spring is at least partially arranged in the accommodating space.

Further, one end of the protruding portion, which is far away from the tensioning plate, is provided with a limiting portion, and the torsion spring is located between the limiting portion and the tensioning plate.

Further, a first guide groove is formed on the protruding portion and is arranged around the protruding portion, and the torsion spring is at least partially arranged in the first guide groove.

Further, a second guide groove for limiting the timing chain is formed in the tensioning plate, and the timing chain is at least partially arranged in the second guide groove.

Further, a power assembly includes a cylinder head, a cylinder block, a crankcase, and a valve train. The cylinder block is connected to the cylinder head. The crankcase is connected with the cylinder block. The valve mechanism comprises a timing chain and a tensioning plate for tensioning the timing chain, the tensioning plate is abutted with the timing chain, and at least part of the tensioning plate is arranged in the crankcase and connected with the crankcase. The valve mechanism comprises a tensioning piece, an elastic piece is arranged in the tensioning piece, the tensioning piece comprises an initial state and a tensioning state matched with the tensioning plate, and when the tensioning piece is separated from the tensioning plate, the tensioning piece is in the initial state; when the tensioning piece is in contact with the tensioning plate, the acting force of the tensioning plate on the tensioning piece is transmitted to the elastic piece, so that the elastic piece has a trend of driving the tensioning piece to move away from the tensioning plate, and at the moment, the tensioning piece is connected with the crankcase.

Further, when the tensioning piece is in a tensioning state, the tensioning piece is at least partially located in the crankcase, one end of the tensioning piece is connected with the crankcase, and the other end of the tensioning piece is in butt joint with the tensioning plate.

Further, a fixing piece is arranged on the crankcase, and the tensioning piece is fixed on the crankcase through the fixing piece.

The power assembly can enable the torsion spring or the tensioning piece to always tension the timing chain, and improve the working stability of the timing chain, so that the valve mechanism can drive the air inlet and outlet mechanism to work normally.

Drawings

FIG. 1 is a schematic diagram of a powertrain of the present utility model.

Fig. 2 is an exploded view of the structure of the powertrain of the present utility model.

FIG. 3 is a cross-sectional view of a camshaft of the powertrain of the present utility model.

FIG. 4 is a schematic view of a portion of the timing assembly of the powertrain of the present utility model.

FIG. 5 is a schematic view of a portion of another implementation of a timing assembly of the powertrain of the present utility model.

Fig. 6 is a schematic view of the structure of the cylinder head of the power assembly of the utility model.

Fig. 7 is a schematic structural view of a water jacket structure of the power assembly of the present utility model.

Fig. 8 is a schematic view of the structure of the cylinder head, drain pipe and exhaust pipe of the power assembly of the present utility model.

Fig. 9 is a bottom view of a bearing cap of the powertrain of the present utility model.

Fig. 10 is a schematic view of a portion of an oil circuit of a powertrain of the present utility model.

FIG. 11 is a schematic view of another angular configuration of a bearing cap of the powertrain of the present utility model.

Fig. 12 is a top view of a cylinder head cover of the powertrain of the present utility model.

Detailed Description

In order to make the present utility model better understood by those skilled in the art, the technical solutions in the specific embodiments of the present utility model will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present utility model.

Fig. 1 and 2 show a powertrain 100, the powertrain 100 including an outer housing 11, a crank mechanism 12, a piston mechanism 13, a valve train 14, an ignition device 15, an intake and exhaust mechanism 16, and a speed change mechanism 17. The housing space 111 is formed in the outer case 11, and the crank mechanism 12, the piston mechanism 13, the valve train 14, the ignition device 15, the intake and exhaust mechanism 16, and the speed change mechanism 17 are disposed in the housing space 111.

In the present embodiment, the outer case 11 includes a cylinder head cover 112, a cylinder head 113, a cylinder block 114, a crankcase 115, and an oil pan 116. The cylinder head cover 112, the cylinder head 113, the cylinder block 114, the crankcase 115, and the oil pan 116 are connected in this order. Wherein, a first accommodation space 1131 is formed in the cylinder head 113, and the ignition device 15, the valve train 14 and the air intake and exhaust mechanism 16 are at least partially disposed in the first accommodation space 1131. A second accommodation space 1141 is formed in the cylinder block 114, and the piston mechanism 13 is at least partially disposed in the second accommodation space 1141, specifically, the cylinder block 114 is provided with a cylinder bore 1142, and the piston mechanism 13 is at least partially disposed in the cylinder bore 1142. A third accommodation space 1151 is formed in the crankcase 115, and the crank mechanism 12 and the transmission mechanism 17 are at least partially disposed in the third accommodation space 1151.

Specifically, the crank link mechanism 12 includes a crankshaft 121 and a connecting rod 122, and the crankshaft 121 and the piston mechanism 13 are connected by the connecting rod 122 to achieve power transmission between the crankshaft 121 and the piston mechanism 13. Valve train 14 includes a camshaft assembly 141 and a timing assembly 142, with crankshaft 121 and camshaft assembly 141 drivingly connected by timing assembly 142 to enable crankshaft 121 to drive camshaft assembly 141 for movement. The intake and exhaust mechanism 16 includes an intake assembly 161 and an exhaust assembly 162, the cam shaft assembly 141 includes a cam shaft 1411, a first cam 1412 and a second cam 1413, the first cam 1412 and the second cam 1413 are disposed on the cam shaft 1411, the first cam 1412 is abutted with the intake assembly 161, the second cam 1413 is abutted with the exhaust assembly 162, and the cam shaft 1411 is in driving connection with the crankshaft 121 through the timing assembly 142, so that the crankshaft 121 can drive the first cam 1412 on the cam shaft 1411 to control the intake of the intake assembly 161, and the crankshaft 121 can drive the second cam 1413 on the cam shaft 1411 to control the exhaust of the exhaust assembly 162. For the sake of clarity of the description of the technical solution of the present application, the front, rear, left, right, up and down are also defined as shown in fig. 1. In the present application, the longitudinal direction of the power unit 100 refers to the front-rear direction in fig. 1, the width direction of the power unit 100 refers to the left-right direction in fig. 1, and the height direction of the power unit 100 refers to the up-down direction in fig. 1.

As shown in fig. 3, as one implementation, a lubrication hole 1411b is provided in the camshaft 1411, and the lubrication hole 1411b extends axially along the camshaft 1411 and penetrates the camshaft 1411. The surface of the camshaft 1411 is provided with a first protruding portion 1411d and a first recessed portion 1411a, the lubrication hole 1411b includes a second protruding portion 1411g and a second recessed portion 1411h, the first protruding portion 1411d and the second protruding portion 1411g are at least partially overlapped along the radial direction of the camshaft 1411 and extend toward the first direction, the wall thickness of the camshaft 1411 at the first protruding portion 1411d and the second protruding portion 1411g is a first wall thickness M1, the first recessed portion 1411a and the second recessed portion 1411h are at least partially overlapped along the radial direction of the camshaft 1411 and extend toward the second direction, the wall thickness of the camshaft 1411 at the first recessed portion 1411a and the second recessed portion 1411h is a second wall thickness M2, the first wall thickness M1 and the second wall thickness M2 are substantially identical, wherein the first direction and the second direction are opposite and are both substantially parallel to the radial direction of the camshaft 1411. Through the arrangement, the wall thickness of the camshaft 1411 can be uniformly arranged, so that the mass of the camshaft 1411 is reduced while the structural strength requirement of the camshaft 1411 is met, the camshaft 1411 is light, and the production cost of the camshaft 1411 is reduced.

Specifically, the surface of the camshaft 1411 is further provided with a third protrusion 1411e, the lubrication hole 1411b further includes a flat portion 1411i, the third protrusion 1411e and the flat portion 1411i at least partially overlap in the radial direction of the camshaft 1411, the third protrusion 1411e extends in the first direction, the flat portion 1411i extends substantially in a plane, the wall thickness of the camshaft 1411 at the third protrusion 1411e and the flat portion 1411i is a third wall thickness M3, and the third wall thickness M3 is greater than the first wall thickness M1. Through the above arrangement, not only is the aperture of the lubrication hole 1411b increased, but also the amount of the lubricating oil passing through the lubrication hole 1411b is increased, thereby improving the lubrication efficiency of the lubricating oil to the camshaft 1411, reducing the wear of the camshaft 1411, and further improving the working stability of the camshaft 1411. Meanwhile, the third boss 1411e is a rotational connection position of the camshaft 1411 and the cylinder head 113, and by setting the third wall thickness M3 to be larger than the first wall thickness M1, the weight of the camshaft 1411 itself can be reduced while the strength requirement of the rotational connection of the camshaft 1411 and the cylinder head 113 is satisfied, thereby further realizing the weight reduction of the camshaft 1411.

As one implementation, the inner profile of the lubrication holes 1411b substantially conforms to the outer profile of the camshaft 1411. I.e., the wall thickness of the camshaft 1411 is substantially uniform. With the above arrangement, the wall thickness of the camshaft 1411 can be further reduced, thereby reducing the weight of the camshaft 1411. In addition, the amount of oil passing through the lubrication hole 1411b is also increased, thereby increasing the amount of oil delivered to the camshaft 1411 by the lubrication hole 1411b to increase the lubrication effect on the camshaft 1411, thereby reducing the wear of the camshaft 1411 to increase the service life and the operational stability of the camshaft 1411.

Specifically, the first wall thickness M1 or the second wall thickness M2 is set to 3.5mm or more and 6mm or less. Wherein the first wall thickness M1 or the second wall thickness M2 is set to be 4mm or more and 5.2mm or less. More specifically, the first wall thickness M1 or the second wall thickness M2 is set to 4.5mm or more and 4.8mm or less. With the above arrangement, it is possible to prevent the first wall thickness M1 or the second wall thickness M2 from being excessively large, which results in a reduction in the total flow rate of the lubricating oil through the lubrication holes 1411b, and to avoid the lubricating oil from failing to sufficiently lubricate the camshaft 1411, so that the operational stability of the camshaft 1411 can be improved; the first wall thickness M1 or the second wall thickness M2 can also be prevented from being excessively large to increase the weight of the camshaft 1411, thereby contributing to the weight reduction of the camshaft 1411; it is also possible to prevent the first wall thickness M1 or the second wall thickness M2 from being too small to cause a decrease in the structural strength of the camshaft 1411, so that the weight reduction of the camshaft 1411 can be further achieved while satisfying the structural strength requirement of the camshaft 1411.

As one implementation, a smooth bore 1411f is also provided on the camshaft 1411 to deliver lubricant to the surface of the camshaft 1411, the smooth bore 1411f communicating with the lubrication bore 1411 b. Through the arrangement, the lubricating oil passing through the lubricating holes 1411b can be uniformly conveyed to the surface of the camshaft 1411 through the optical holes 1411f, so that the lubricating effect on the camshaft 1411 is improved, and the abrasion of the camshaft 1411 is reduced, so that the service life of the camshaft 1411 is prolonged.

Specifically, the camshaft 1411 is provided with a journal portion 1411c that is rotatably connected to the cylinder head 113, and the journal portion 1411c and the journal portion 1411f overlap at least partially when viewed in the axial direction of the journal portion 1411 f. Through the arrangement, the journal portion 1411c can be fully lubricated by the lubricating oil, namely, the rotating connection part of the camshaft 1411 and the cylinder head 113 can be fully lubricated by the lubricating oil, so that the abrasion between the camshaft 1411 and the cylinder head 113 is reduced, the service life of the camshaft 1411 and the cylinder head 113 is further prolonged, and the working stability and the working efficiency of the power assembly 100 are further improved.

As one implementation, the ratio of the volume of space formed around the lubrication hole 1411b to the volume of the camshaft 1411 is 0.4 or more and 0.72 or less. Specifically, the ratio of the volume of the space formed around the lubrication hole 1411b to the volume of the camshaft 1411 is 0.45 or more and 0.66 or less. More specifically, the ratio of the volume of the space formed around the lubrication hole 1411b to the volume of the camshaft 1411 is 0.5 or more and 0.6 or less. By the arrangement, the too large volume of the lubrication hole 1411b can be prevented from causing too small structural strength of the camshaft 1411, so that the working stability of the camshaft 1411 can be improved under the condition that the structural strength requirement of the camshaft 1411 is met; too small volume of the lubricating hole 1411b can be prevented from causing too large weight of the camshaft 1411, so that the weight of the camshaft 1411 is reduced, the weight of the camshaft 1411 is further reduced, and meanwhile, too small volume of the lubricating hole 1411b can be prevented from causing that lubricating oil in the lubricating hole 1411b cannot meet the lubricating requirement of the camshaft 1411.

As one implementation, a projection plane 101 perpendicular to the radial direction of the camshaft 1411 and passing through the axis of the camshaft 1411 is defined, and the projection of the camshaft 1411 onto the projection plane 101 in the radial direction of the camshaft 1411 is a projection plane, and when a distance M4 of the projection plane in the radial direction of the camshaft 1411 is 3.5mm or more and 6.6mm or less, or when a distance M4 of the projection plane in the radial direction of the camshaft 1411 is 4mm or more and 6mm or less, or when a distance M4 of the projection plane in the radial direction of the camshaft 1411 is 4.8mm or more and 5.5mm or less, the inner contour of the lubrication hole 1411b and the outer contour of the camshaft 1411 are substantially identical. When the distance M4 of the projection surface in the radial direction of the camshaft 1411 is excessively large, if the inner contour of the lubrication hole 1411b and the outer contour of the camshaft 1411 are substantially identical, the structural strength of the camshaft 1411 may be insufficient. When the distance M4 of the projection surface along the radial direction of the camshaft 1411 is too small, if the inner contour of the lubrication hole 1411b is substantially identical to the outer contour of the camshaft 1411, the amount of oil passing through the lubrication hole 1411b is too small, so that the lubrication requirement of the camshaft 1411 cannot be met by the lubrication oil. By the above arrangement, the lubrication efficiency of the camshaft 1411 can be improved to reduce the wear on the camshaft 1411, thereby improving the service life and the working stability of the camshaft 1411. Further, the weight of the camshaft 1411 can be reduced while satisfying the lubricating effect on the camshaft 1411, thereby achieving weight reduction of the camshaft 1411.

As shown in fig. 4, as one implementation, the valve train 14 includes a timing chain 1422 and a tension plate 1421. Timing chain 1422 is used for transmission between crankshaft 121 and camshaft 1411. The tensioning plate 1421 abuts against the timing chain 1422, thereby enabling the tensioning plate 1421 to be used to tension the timing chain 1422 to improve the transmission stability between the crankshaft 121 and the camshaft 1411. The tension plate 1421 is at least partially disposed within the crankcase 115 and is coupled to the crankcase 115.

The valve train 14 also includes, among other things, a torsion spring 1423 and a pivot 1424. The tension plate 1421 is provided with a projection 1421a. Specifically, a pivot shaft 1424 is provided through the boss 1421a, and the pivot shaft 1424 is movable within the boss 1421a, so that the boss 1421a can be connected with the crankcase 115 through the pivot shaft 1424 to connect the tension plate 1421 and the crankcase 115. The torsion spring 1423 is at least partially sleeved on the boss 1421a, one end of the torsion spring 1423 is connected with the tensioning plate 1421, the other end of the torsion spring 1423 is connected with the crankcase 115, and one end of the torsion spring 1423 connected with the tensioning plate 1421 has a pretightening force acting on the tensioning plate 1421. Through the arrangement, the tensioning plate 1421 can tension the timing chain 1422 through the pretightening force 1421 acted on the tensioning plate by the torsion spring 1423, so that the timing chain 1422 is always in a tensioning state, the working stability of the timing chain 1422 can be improved, and the transmission stability between the crankshaft and the camshaft 1411 is further improved, so that the valve mechanism 14 can drive the air intake and exhaust mechanism 16 to work normally.

More specifically, the crankcase 115 is at least partially formed with a connecting projection 1158, the connecting projection 1158 is provided with a connecting hole 1158a, and one end of the torsion spring 1423 is at least partially disposed within the connecting hole 1158a and connected to the connecting hole 1158 a. Through the arrangement, the torsion spring 1423 can be fixed in the connecting protrusion 1158, so that the torsion spring 1423 can be prevented from falling off from the connecting protrusion 1158 in the running or transporting process of the power assembly 100, and the connection stability of the torsion spring 1423 and the crankcase 115 is improved.

As one implementation, the tensioning plate 1421 includes a clamping portion 1421b for fixing the torsion spring 1423, and the torsion spring 1423 is at least partially clamped to the clamping portion 1421 b. Through the arrangement, the torsion spring 1423 can be fixed with the tensioning plate 1421, so that the torsion spring 1423 can be prevented from falling off from the tensioning plate 1421 in the running or transporting process of the power assembly 100, and the connection stability of the torsion spring 1423 and the tensioning plate 1421 is improved.

Specifically, the clamping portion 1421b at least partially surrounds an accommodating space (not shown), and the torsion spring 1423 is at least partially disposed in the accommodating space. Through the arrangement, the torsion spring 1423 can be clamped on the tensioning plate 1421, so that the connection stability of the torsion spring 1423 and the tensioning plate 1421 is improved, the torsion spring 1423 can control the tensioning plate 1421 to tension the timing chain 1422, and the working stability of the valve mechanism 14 is improved.

As one implementation, an end of the boss 1185 remote from the tensioning plate 1421 is provided with a stop (not shown), and the torsion spring 1423 is located between the stop and the tensioning plate 1421. Through the arrangement, the torsion spring 1423 can be prevented from falling off the boss 1185 in the running or transporting process of the power assembly 100, the connection stability of the torsion spring 1423 and the boss 1421a is improved, the timing chain 1422 is in a tensioning state all the time, and the working stability of the valve mechanism 14 is improved.

As one implementation, the tensioning plate 1421 has a first guide slot (not shown) formed therein that is disposed about the boss 1185, and the torsion spring 1423 is at least partially disposed within the first guide slot. Through the arrangement, the bulge 1185 can be prevented from being too wide in the width direction of the power assembly 100 to cause the torsion spring 1423 to generate displacement, so that the connection stability of the torsion spring 1423 and the tensioning plate 1421 can be improved, the tensioning plate 1421 can always tension the timing chain 1422, and the working stability of the valve mechanism 14 is further improved.

As one implementation, the tensioning plate 1421 is provided with a second guide slot (not shown) for limiting the timing chain 1422, and the timing chain 1422 is at least partially disposed in the second guide slot. Through the arrangement, the timing chain 1422 can be always in transmission connection with the tensioning plate 1421, and loosening of the timing chain 1422 caused by falling of the timing chain 1422 from the tensioning plate 1421 in the running or transporting process of the power assembly 100 can also be prevented, so that the connection stability of the timing chain 1422 and the tensioning plate 1421 is improved.

As shown in fig. 5, as another implementation, the valve train 14 includes a tensioning member 1425, the tensioning member 1425 having an elastic member 1425a built into the tensioning member 1425, the tensioning member 1425 including an initial state and a tensioned state in cooperation with the tensioning plate 1421. The initial state refers to the state that the elastic member 1425a in the tensioning member 1425 is in an unstressed state, and at this time, the tensioning member 1425 cannot tension the timing chain 1422. Specifically, when the tension member 1425 is separated from the tension plate 1421, the tension member 1425 is in an initial state; when the tensioning member 1425 contacts the tensioning plate 1421, the force of the tensioning member 1421 against the tensioning member 1425 is transferred to the resilient member 1425a, causing the resilient member 1425a to have a tendency to drive the tensioning member 1425 away from the tensioning member 1421, at which point the tensioning member 1425 and the crankcase 115 are connected. With the above arrangement, when the tensioning member 1425 is in the initial state, the tensioning member 1425 can be separated from the tensioning plate 1421, and the elastic member 1425a is in an unstressed state, and the timing chain 1422 is in an unstressed state. When the tensioning member 1425 is mounted to contact with the tensioning plate 1421, both the force pressed by the installer on the tensioning member 1425 and the force of the tensioning member 1421 on the tensioning member 1425 are transmitted to the elastic member 1425a, so that the elastic member 1425a has a tendency to drive the tensioning member 1425 to move away from the tensioning plate 1421, at this time, the tensioning member 1425 is in an unlocked tensioning state, that is, the tensioning member 1425 is in a state that the timing chain 1422 can be tensioned through the tensioning plate 1421, and after the connection of the tensioning member 1425 and the crankcase 115 is released, the tensioning member 1425 can be directly ejected under the action of the elastic member 1425 a. When the tensioning member 1425 is in a tensioning state, the tensioning member 1425 tensions the timing chain 1422 through the tensioning plate 1421, so that the timing chain 1422 is always in a tensioning state, and the working efficiency of the timing chain 1422 is improved. In addition, the tensioning member 1425 can be unlocked without unlocking the tensioning member 1425 with an additional tool, thereby improving the assembly efficiency of the tensioning member 1425.

Specifically, when the tensioning member 1425 is in a tensioned state, the tensioning member 1425 is at least partially located within the crankcase 115, one end of the tensioning member 1425 is connected to the crankcase 115, and the other end of the tensioning member 1425 abuts the tensioning plate 1421. With the above arrangement, the tensioning member 1425 can be always abutted against the tensioning plate 1421, so that the timing chain 1422 can be always kept in a tensioned state, and the working efficiency of the timing chain 1422 can be improved. In addition, the tension members 1425 are prevented from falling off during transportation or operation of the powertrain 100, thereby improving stability of the tension members 1425.

In the present embodiment, the crankcase 115 is provided with a fixing member 1159, and the tensioning member 1425 is fixed to the crankcase 115 by the fixing member 1159. By the arrangement, the connection stability of the tensioning element 1425 and the crankcase 115 can be improved, and the tensioning element 1425 can be always arranged in the crankcase 115, so that the tensioning element 1425 can tension the timing chain 1422 through the tensioning plate 1421, and the timing chain 1422 can always maintain a tensioning state. Wherein the securing member 1159 may be provided as a fastener 1159 such as a bolt.

As shown in fig. 6 and 7, as one implementation, a water jacket structure 213 for cooling the cylinder head 113 is provided in the cylinder head 113 and the cylinder block 114, the cylinder head 113 is further provided with a cylinder head housing 1132, a water outlet 2132 is provided on the cylinder head housing 1132, a water inlet (not shown) is provided on the cylinder block 114, and both the water inlet and the water outlet 2132 communicate with the water jacket structure 213, so that the circulation of the cooling liquid in the water jacket structure 213 is enabled. The cylinder head housing 1132 is further provided with an exhaust hole 1132a near the water outlet 2132, one end of the exhaust hole 1132a is communicated with the water jacket structure 213, and the other end of the exhaust hole 1132a is communicated with the outside. Through the arrangement, the excessive gas such as water vapor in the water jacket structure 213 can be discharged to the outside from the exhaust port, so that the occurrence of air resistance caused by excessive gas such as water vapor in the water jacket structure 213 can be prevented, the smoothness of the flow of cooling liquid in the water jacket structure 213 is improved, the cooling efficiency of the cylinder head housing 1132 is improved, and the working stability of the internal mechanism of the cylinder head housing 1132 is improved. Among them, the air lock may cause an excessive gas such as water vapor to block the flow path of the cooling liquid in the water jacket structure 213, thereby making the flow of the cooling liquid unsmooth, and further causing a decrease in the cooling efficiency of the cylinder head housing 1132.

In this embodiment, the exhaust hole 1132a is communicated with the outside through the water outlet 2132, so that after the cooling liquid sufficiently cools the cylinder head housing 1132, the excessive gas such as the water vapor generated in the water jacket structure 213 is exhausted to the outside through the exhaust hole 1132a, thereby improving the cooling efficiency of the cylinder head housing 1132 and the working stability of the cylinder head housing 1132.

Specifically, the aperture of the exhaust hole 1132a is set to 3mm or more and 5mm or less. Wherein the aperture of the exhaust hole 1132a is set to 3.5mm or more and 4.5mm or less. More specifically, the aperture of the exhaust hole 1132a is set to 4mm. With the above arrangement, the coolant in the water jacket structure 213 can be prevented from overflowing through the exhaust holes 1132a due to the excessively large aperture of the exhaust holes 1132 a; and the exhaust hole 1132a is too small to cause that excessive gas such as water vapor and the like cannot be exhausted in time, so that the phenomenon that cooling liquid cannot smoothly flow due to air resistance generated by excessive gas in the water jacket structure 213 is avoided, the flow smoothness of the cooling liquid is improved, and the cooling efficiency of the cylinder cover shell 1132 is further improved.

As shown in fig. 6 and 8, as one implementation, a pipe 218 is provided on the cylinder head housing 1132, the pipe 218 is connected to the cylinder head housing 1132, and the cylinder head housing 1132 extends at least partially near the pipe 218 to form a boss 1132b, and the exhaust hole 1132a penetrates the boss 1132b. With the above arrangement, the surplus gas in the water jacket structure 213 can be made to flow to the pipe 218 in the protruding direction of the protruding portion 1132b, so that the surplus gas in the water jacket structure 213 can be prevented from leaking into the cylinder head housing 1132 to cause unstable operation of the internal mechanism of the cylinder head housing 1132.

As shown in fig. 6, 7, and 8, as one implementation, the cylinder head housing 1132 extends at least partially away from the exhaust holes 1132a to form a connection 1132c, with the water outlet 2132 located on the connection 1132 c. Wherein the connection portion 1132c is used for fixing the pipeline 218. Through the arrangement, the cooled cooling liquid can be conveyed to the water jacket structure 213 through the water inlet, after the cylinder head housing 113 is cooled, the cooling liquid flows to the water outlet 2132 through the extending direction of the connecting part 1132c, and then the cooling liquid is discharged through the pipeline 218, so that the circulation of the cooling liquid in the cylinder head housing 1132 is realized, and the cooling efficiency of the internal mechanism of the cylinder head housing 1132 is improved.

Specifically, the connection portion 1132c is formed with a receiving space 1132d surrounded by the connection portion 1132c, and the protrusion portion 1132b is at least partially disposed at the uppermost end of the receiving space 1132d, where the receiving space 1132d communicates with the exhaust hole 1132a and the pipe 218. By the above arrangement, the surplus gas above the water jacket structure 213 can be discharged from the uppermost end of the accommodation space 1132d, thereby preventing the surplus gas from interfering with the conveyance of the coolant, further improving the discharge efficiency of the surplus gas, and sufficiently discharging the surplus gas.

More specifically, the connecting portion 1132c is provided with a fixing member 1132e, and the connecting portion 1132c is fixedly connected to the pipeline 218 through the fixing member 1132 e. The fixing member 1132e may be a fastening member such as a bolt. By the above arrangement, the connection stability of the pipe 218 and the connection portion 1132c can be improved, and the coolant circulating in the water jacket structure 213 can be prevented from flowing out of the water jacket structure 213, thereby facilitating the flow of the coolant in the water jacket structure 213 to improve the working stability of the water jacket structure 213.

As shown in fig. 8, as an implementation manner, the exhaust pipe 2181 is disposed on the pipeline 218, one end of the exhaust pipe 2181 is communicated with the uppermost end of the pipeline 218, and the other end of the exhaust pipe 2181 is communicated with the outside, so that the excessive gas in the water jacket structure 213 can be prevented from flowing into the pipeline 218 to generate air resistance, and the situation that the cooling liquid cannot be conveyed from the water inlet to the water jacket structure 213 and/or the excessive gas in the water jacket structure 213 flows into the pipeline 218 to cause the cooling liquid to be unable to be conveyed from the water jacket structure 213 to the water outlet 2132 can be avoided, thereby improving the circulation efficiency of the cooling liquid and further improving the cooling effect on the internal mechanism of the cylinder head housing 1132.

As another implementation, the cylinder head housing 1132 extends at least partially away from the conduit 218 to form a recess (not shown) through which the exhaust holes 1132a pass. By the above arrangement, the flatness of the surface of the cylinder head housing 1132 can be improved, and the overall flatness of the cylinder head housing 1132 can be further improved.

As shown in fig. 9 and 10, as an implementation, outer housing 11 further includes a bearing cap 118, bearing cap 118 is fixedly connected to cylinder head 113, camshaft 1411 is at least partially disposed within bearing cap 118, and camshaft 1411 is also at least partially disposed within cylinder head 113, i.e., camshaft 1411 is at least partially disposed within a space formed by connecting cylinder head 113 and bearing cap 118. Wherein, a first oil passage 1139 for conveying lubricating oil is provided on the cylinder head 113. The bearing cover 118 is provided with an ignition hole 1181 and a guide groove 1182 for conveying lubricating oil, the guide groove 1182 is arranged at one end of the bearing cover 118, the guide groove 1182 is communicated with the first oil duct 1139, and the ignition device 15 is at least partially arranged in the ignition hole 1181. Through the arrangement, the diversion trenches 1182 and the ignition holes 1181 can be integrally arranged in the bearing cover 118 without additionally arranging the oil passage for conveying lubricating oil and the ignition holes 1181 on the cylinder cover 113, thereby improving the integration of the cylinder cover 113, improving the space utilization rate and the structural compactness of the cylinder cover 113 and reducing the weight of the cylinder cover 113 _.

Specifically, the channel 1182 extends at least partially along the length of the powertrain 100. In order to better control the valve mechanism 14 to control the intake and exhaust of the intake and exhaust mechanism 16, two camshafts 1411 are provided in the present application, and the two camshafts 1411 are basically distributed along the length direction of the power assembly 100, by adopting the above arrangement, the lubricating oil in the first oil duct 1139 can be conveyed to the surfaces of the two camshafts 1411 through the diversion trench 1182, so that the lubricating oil in the diversion trench 1182 can lubricate the two camshafts 1411 at the same time, thereby improving the working stability of the camshafts 1411, reducing the abrasion of the camshafts 1411, and further improving the service life of the camshafts 1411 and the working stability of the power assembly 100.

As one implementation, the width of the flow guide groove 1182 along the width direction of the powertrain 100 is a first distance L1, the width of the bearing cover 118 along the width direction of the powertrain 100 is a second distance L2, and the ratio between the first distance L1 and the second distance L2 is greater than or equal to 0.01 and less than or equal to 0.06. Specifically, the ratio between the first distance L1 and the second distance L2 is 0.02 or more and 0.05 or less. More specifically, the ratio between the first distance L1 and the second distance L2 is equal to 0.03. By the arrangement, the arrangement space of the bearing cover 118 can be prevented from being excessively occupied by the diversion trench 1182 due to the excessively wide first distance L1, so that the space utilization rate of the bearing cover 118 is improved; the structural strength of the bearing cover 118 is prevented from being reduced due to the oversized diversion trench 1182, so that the structural strength of the bearing cover 118 can be improved; the first distance L1 is also prevented from being too narrow to cause too low a flow rate of the lubricating oil, so that the flow guide groove 1182 can increase the amount of the lubricating oil supplied to the surface of the camshaft 1411 to sufficiently lubricate the camshaft 1411 and reduce the abrasion of the camshaft 1411, thereby improving the working efficiency and the service life of the camshaft 1411.

As shown in fig. 10 and 11, as one implementation, the ratio between the aperture diameter of the ignition hole 1181 and the second distance L2 is 0.12 or more and 0.18 or less. Specifically, the ratio between the pore diameter of the ignition hole 1181 and the second distance L2 is 0.13 or more and 0.16 or less. More specifically, the ratio between the pore diameter of the ignition hole 1181 and the second distance L2 is equal to 0.15. With the arrangement, the structural strength of the bearing cover 118 can be prevented from being reduced due to the overlarge aperture of the ignition hole 1181, so that the structural strength of the bearing cover 118 can be improved; the hole diameter of the ignition hole 1181 is prevented from being too large to waste the arrangement space of the bearing cover 118, so that the space utilization rate of the bearing cover 118 can be improved; it is also possible to prevent the ignition hole 1181 from being too small in diameter to cause the ignition device 15 to be unable to penetrate the ignition hole 1181, so as to prevent the ignition device 15 from being unable to penetrate the cylinder head 113 and then enter the combustion chamber for ignition, thereby improving the ignition efficiency of the ignition device 15. In addition, the bearing cap 118 extends along the cylinder block 114 to form a boss 1185, and the ignition hole 1181 is provided on the boss 1185, so that the boss 1185 can increase the structural strength of the bearing cap 118 and prevent the ignition device 15 from being displaced in the bearing cap 118, thereby improving the working stability of the ignition device 15.

As one implementation, the bearing cap 118 is provided with a thrust groove 1183, and the camshaft 1411 is at least partially disposed within the thrust groove 1183, such that the thrust groove 1183 can be used to limit displacement of the camshaft 1411, thereby improving operational stability of the camshaft 1411. Wherein, the bearing cap 118 is provided with a diversion hole 1184, the diversion hole 1184 is used for conveying lubricating oil to the cam shaft 1411, and the diversion hole 1184 is at least partially positioned in the thrust groove 1183. Specifically, the thrust groove 1183 extends at least partially adjacent the camshaft 1411 to form a recess (not shown), and the deflector hole 1184 is disposed through the recess to enable the recess to collect lubricating oil and deliver the lubricating oil to the camshaft 1411 through the deflector hole 1184. Through the arrangement, the volatile oil mist (atomized liquid formed by lubricating oil) of the power assembly 100 in the running process can be prevented from being concentrated on the bearing cover 118, and the oil mist on the bearing cover 118 is conveyed to the camshaft 1411 through the flow guide hole 1184, so that the lubrication efficiency of the camshaft 1411 is improved, the abrasion to the camshaft 1411 is reduced, and the service life and the working stability of the camshaft 1411 are further improved.

Specifically, the maximum width of the flow guiding hole 1184 along the width direction of the powertrain 100 is a fourth distance L3, the maximum width of the thrust groove 1183 along the width direction of the powertrain 100 is a fifth distance L4, and the fourth distance L3 is smaller than the fifth distance L4. Through the above-mentioned setting for the aperture of water conservancy diversion hole 1184 is less than thrust groove 1183, so that the oil mist on the bearing cap 118 is carried to water conservancy diversion hole 1184 through the depressed part of thrust groove 1183, can also prevent simultaneously that water conservancy diversion hole 1184 from too big influence thrust groove 1183's structural strength, and then when improving thrust groove 1183's structural strength, prevent through thrust groove 1183 that camshaft 1411 from producing the displacement, thereby improved camshaft 1411's job stabilization nature. In addition, the oil mist on the bearing cap 118 can flow to the camshaft 1411 through the flow guide holes 1184 without arranging an additional flow guide structure, thereby improving the space utilization of the bearing cap 118.

As one implementation, the valve train 14 includes a timing assembly 142 (see fig. 2), the timing assembly 142 is drivingly connected to the camshaft 1411 and the crankshaft 121, a flow guide groove 1182 is provided in the bearing cap 118 proximate the timing assembly 142, and a first oil passage 1139 is also provided in the cylinder head 113 proximate the timing assembly 142. Through the arrangement, the distance between the diversion trench 1182 and the first oil duct 1139 can be reduced, so that lubricating oil in the first oil duct 1139 can directly enter the diversion trench 1182 and then is conveyed to the surface of the camshaft 1411, and further the lubricating effect on the camshaft 1411 is improved, and the service life of the camshaft 1411 is prolonged.

As shown in fig. 12, as an implementation, the cylinder head cover 112 of the present application is made of a magnesium alloy material, so that the weight of the cylinder head cover 112 can be reduced, and the weight of the power assembly 100 can be further reduced.

Specifically, the cylinder head cover 112 is provided with a connection hole 1121 and a fastener (not shown) that passes through the connection hole 1121 and is connected to the cylinder head 113, so that the connection stability of the cylinder head cover 112 to the cylinder head 113 can be improved.

It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

Claims (10)

1. A powertrain, comprising:

An outer case formed with an accommodation space, the outer case including a cylinder head and a cylinder block connected with the cylinder head;

The crank connecting rod mechanism is at least partially arranged in the accommodating space and comprises a crankshaft and a connecting rod connected with the crankshaft;

a speed change mechanism at least partially disposed in the accommodation space:

The valve mechanism comprises a timing chain and a tensioning plate for tensioning the timing chain, the tensioning plate is in butt joint with the timing chain, and the tensioning plate is at least partially arranged in the crankcase and is connected with the crankcase;

A piston mechanism including a piston disposed in the accommodation space;

A lubrication mechanism at least partially disposed in the accommodation space and for lubricating the powertrain;

It is characterized in that the method comprises the steps of,

The valve mechanism comprises a tensioning plate, and is characterized in that a bulge is arranged on the tensioning plate, the valve mechanism comprises a torsion spring and a pivot, the pivot penetrates through the bulge and can move in the bulge, the bulge is connected with a crank case through the pivot, the torsion spring is at least partially sleeved on the bulge, one end of the torsion spring is connected with the tensioning plate, the other end of the torsion spring is connected with the crank case, and one end of the torsion spring connected with the tensioning plate has a pretightening force acting on the tensioning plate.

2. The powertrain of claim 1, wherein the crankcase is at least partially formed with a connecting protrusion having a connecting hole formed therein, and wherein one end of the torsion spring is at least partially disposed within the connecting hole.

3. The locomotion assembly of claim 1, wherein the tensioning plate comprises a clamping portion for fixing the torsion spring, the torsion spring being at least partially clamped with the clamping portion.

4. The powertrain of claim 3, wherein the clip portion at least partially surrounds a receiving space, and the torsion spring is at least partially disposed within the receiving space.

5. The powertrain of claim 1, wherein an end of the boss remote from the tensioning plate is provided with a limit portion, and the torsion spring is located between the limit portion and the tensioning plate.

6. The locomotion assembly of claim 1, wherein the protrusion has a first guide groove formed thereon, the torsion spring being at least partially disposed within the first guide groove.

7. The powertrain of claim 1, wherein the tensioning plate is provided with a second guide slot for limiting the timing chain, the timing chain being at least partially disposed within the second guide slot.

8. A powertrain, comprising:

A cylinder head;

A cylinder block connected with the cylinder head;

A crankcase connected with the cylinder block;

The valve mechanism comprises a timing chain and a tensioning plate for tensioning the timing chain, the tensioning plate is in butt joint with the timing chain, and the tensioning plate is at least partially arranged in the crankcase and is connected with the crankcase;

It is characterized in that the method comprises the steps of,

The valve mechanism comprises a tensioning piece, an elastic piece is arranged in the tensioning piece, the tensioning piece comprises an initial state and a tensioning state matched with the tensioning plate, and when the tensioning piece is separated from the tensioning plate, the tensioning piece is in the initial state; when the tensioning piece is in contact with the tensioning plate, the acting force of the tensioning plate on the tensioning piece is transmitted to the elastic piece, so that the elastic piece has a trend of driving the tensioning piece to move away from the tensioning plate, and at the moment, the tensioning piece is connected with the crankcase.

9. The powertrain of claim 8, wherein the tension member is at least partially located within the crankcase when the tension member is in the tensioned state, one end of the tension member being connected to the crankcase, the other end of the tension member being in abutment with the tension plate.

10. The powertrain of claim 8, wherein the crankcase is provided with a securing member, and the tensioning member is secured to the crankcase by the securing member.