CN217632709U - All-terrain vehicle - Google Patents
All-terrain vehicle Download PDFInfo
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- CN217632709U CN217632709U CN202222013914.4U CN202222013914U CN217632709U CN 217632709 U CN217632709 U CN 217632709U CN 202222013914 U CN202222013914 U CN 202222013914U CN 217632709 U CN217632709 U CN 217632709U
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Abstract
The utility model discloses an all-terrain vehicle, include: a frame; a body cover disposed at least partially over the frame; a walking assembly for supporting the all terrain vehicle; a power assembly at least partially disposed on the frame, the power assembly including an engine; the engine comprises an ignition mechanism and an ignition channel, wherein the ignition mechanism comprises a first sealing element which is umbrella-shaped; the ignition mechanism is at least partially arranged in the ignition channel, the ignition channel extends along the axis direction of the ignition channel to form a matching part, and the first sealing element is abutted to the matching part. Through the arrangement, muddy water is prevented from entering the ignition channel, the air tightness of the engine is improved, and the service life of the engine is prolonged. The engine air tightness is enhanced through a simple structure, and the production cost of the engine is reduced.
Description
Technical Field
The utility model relates to a vehicle field especially indicates an all-terrain vehicle.
Background
The all-terrain vehicle is also called as an all-terrain four-wheel off-road locomotive, and has the advantages of simple and practical vehicle and good off-road performance. In the traditional engine ignition coil (pen type or overhead type) of the all-terrain vehicle, a mounting hole is designed with a drainage air leakage hole, although air pressure balance can be not considered, the mounting hole has no sealing capability, and when the ignition coil operates in a severe environment (wading, mud, marsh and the like), muddy water mixture containing impurities and the like can be poured into the mounting hole of the engine ignition coil easily, so that a circuit of an ignition system is blocked or corroded, and the ignition system can be failed or even fail. In traditional engine ignition coil (pen type or overhead type), the mounting hole does not have drainage gas leakage hole, and there is the umbrella edge in the outside and do not have breach seal ring structure and take bisymmetry support to add the bolt and force fixed or not fixed, though sealing capacity has arrived, but carried out local compression with mounting hole cavity air during the assembly, and atmospheric pressure is far greater than external pressure after being heated, can make ignition coil be heated and jump out or the fixed bolster fracture, leads to taking place the ignition trouble and even inefficacy.
SUMMERY OF THE UTILITY MODEL
In order to solve the defects of the prior art, the utility model aims to provide an all-terrain vehicle capable of improving the air tightness of an engine.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
an all-terrain vehicle comprising a frame; a body cover disposed at least partially over the frame; a walking assembly for supporting an all-terrain vehicle; the power assembly is at least partially arranged on the frame and comprises an engine; the engine comprises an ignition mechanism and an ignition channel, wherein the ignition mechanism comprises a first sealing element which is umbrella-shaped; the ignition mechanism is at least partially arranged in the ignition channel, the ignition channel extends along the axis direction of the ignition channel to form a matching part, and the first sealing element is abutted with the matching part.
Further, the edge compression amount R1 generated by the abutment of the first seal member and the fitting portion is 0.4mm or more and 0.6mm or less.
Further, the ignition mechanism further comprises a second seal, a third seal, and a fourth seal, the second seal, the third seal, and the fourth seal being disposed about the ignition mechanism.
Further, a third seal is disposed between the second seal and the fourth seal.
Further, the edge compression R2 of the second sealing element connected to the ignition channel is more than or equal to 0.4mm and less than or equal to 0.6mm, the structure of the third sealing element is consistent with that of the second sealing element, and the structure of the fourth sealing element is consistent with that of the second sealing element.
Further, the second seal member is provided with a gas guide port, and the fourth seal member is also provided with a gas guide port, the gas guide port of the second seal member and the gas guide port of the fourth seal member being aligned in the axial direction of the ignition mechanism.
Further, the third sealing element is provided with a gas guide opening, and the gas guide opening of the third sealing element is arranged far away from the gas guide opening of the second sealing element, or the gas guide opening of the third sealing element is arranged far away from the gas guide opening of the fourth sealing element.
Further, during the assembly of the ignition mechanism and the ignition passage, the second seal, the third seal and the fourth seal form an exhaust passage for exhausting air in the ignition passage through the air guide port.
Further, the ignition mechanism includes an ignition coil and a spark plug, the spark plug closing one end of the ignition path, the ignition coil closing the other end of the ignition path.
Further, the engine further includes a cylinder head to which the ignition coil is attached by a single fastener.
Through the arrangement, the air tightness of the engine is improved, the structure of the engine is simplified, the damage to the ignition mechanism caused by the unbalanced pressure inside and outside the engine is avoided, and the service life of the ignition mechanism is prolonged. Through simple structure, the installation and the dismantlement efficiency of engine have been promoted.
Drawings
Fig. 1 is a schematic view of the entire structure of an all-terrain vehicle in the embodiment of the application.
Fig. 2 is a partial structural schematic diagram of an all-terrain vehicle in an embodiment of the application.
FIG. 3 is a schematic view of a power assembly in an embodiment of the present application.
Fig. 4 is an exploded view of a power assembly in an embodiment of the present application.
FIG. 5 is a cross-sectional view of a power assembly in an embodiment of the present application.
Fig. 6 is a schematic assembly diagram of an ignition mechanism in the embodiment of the present application.
Fig. 7 is an enlarged view of fig. 6 at a in the present embodiment.
Fig. 8 is a schematic view of a crankshaft connecting rod mechanism in the embodiment of the present application.
Fig. 9 is a schematic diagram of a crankshaft signal panel in an embodiment of the present application.
FIG. 10 is a schematic view of a timing system in an embodiment of the present application.
Detailed Description
In order to make the technical solution of the present invention better understood by those skilled in the art, the technical solution of the present invention in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.
As shown in fig. 1-3, an all-terrain vehicle 100 includes a frame 11, a body panel 12, a running assembly 13, a transmission assembly 14, an engine 15, and a generator 16. The frame 11 is provided as a metal frame for supporting the body cover 12, the engine 15, the generator 16, and the transmission assembly 14. A body cover 12 is at least partially disposed over the frame 11 for protecting the atv 100. Engine 15 and generator 16 together form the power assembly of atv 100, which transmits power to walking assembly 13 via transmission assembly 14, thereby moving walking assembly 13. The power assembly is disposed at least partially on frame 11 to provide a source of power for atv 100. For clearly explaining the technical scheme of the application, the front side, the rear side, the left side, the right side, the upper side and the lower side shown in fig. 1 are also defined.
As shown in fig. 2, as one implementation, the all-terrain vehicle 100 includes a first accommodation space 101 and a second accommodation space 102 distributed in the front-rear direction, wherein the first accommodation space 101 is disposed at the front side of the second accommodation space 102. Further, the first accommodation space 101 is provided as a cab for the rider to ride the atv 100, and the second accommodation space 102 is provided for the power assembly.
As shown in fig. 2, atv 100 further comprises a controller assembly 17, controller assembly 17 being arranged in second accommodation space 102 for controlling atv 100. The controller assembly 17 includes a first controller 171 and a second controller (not shown in the figures). The first controller 171 is used for controlling the power components of the atv 100, and controlling the output of power of the generator 16, the starting or stopping of the engine 15, and the energy conversion between the engine 15 and the generator 16 through the first controller 171. The second controller is used for controlling the electronic components of the all-terrain vehicle 100, wherein the electronic components refer to functional components such as a temperature control module, a lighting module and an instrument display module which are arranged in the all-terrain vehicle 100. Specifically, the second controller is at least partially arranged on the upper side of the oil storage assembly.
As shown in fig. 3 and 4, the engine 15 includes, as one implementation, a crankshaft linkage 151 and an outer housing assembly 159, the outer housing assembly 159 including a cylinder head 1592 and a crankcase 1594, the crankshaft linkage 151 including a crankshaft 1511 disposed on the crankcase 1594. When the power unit is disposed on one side of the transmission unit 14, the rotation center line direction of the crankshaft 1511 is substantially parallel to the axial direction of the transmission unit 14, and the generator 16 is disposed at least partially on the rear side of the engine 15. The first controller 171 is disposed in the second accommodation space 102, the first controller 171 is at least partially disposed on an upper side of the generator 16, and the first controller 171 is disposed near the cylinder head 1592. It is to be understood that the generator 16 may be disposed at least partially on the front side of the engine 15 when the rotation center line direction of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 can be balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is facilitated to be improved, and the driving texture is improved.
As another implementation, when the power assembly is disposed on one side of the transmission assembly 14, the direction of the rotation center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, and the generator 16 is disposed at least partially on the rear side of the engine 15. The first controller 171 is disposed in the second receiving space 102, and the first controller 171 is at least partially disposed at an upper side of the second controller. It is understood that the generator 16 may be disposed at least partially in front of the engine 15 when the rotation center line direction of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 can be balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is facilitated to be improved, and the driving texture is improved. And the high-voltage wire harnesses are favorably and intensively arranged, and the crossing of the high-voltage wire harnesses and the low-voltage wire harnesses is avoided.
As another implementation, when the power assembly is disposed on one side of transmission assembly 14, the direction of the rotational centerline of crankshaft 1511 is substantially perpendicular to the axial direction of transmission assembly 14, the rotational centerline of crankshaft 1511 extends substantially in the left-right direction of atv 100, and generator 16 is at least partially disposed on the left side of engine 15. The first controller 171 is disposed in the second accommodation space 102, and the first controller 171 is disposed at least partially on an upper side of the generator 16, and is disposed adjacent to the cylinder head 1592. It is to be understood that the generator 16 may be disposed at least partially on the right side of the engine 15 when the direction of the rotational center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is favorably improved, and the driving texture is improved.
As another implementation, when the power assembly is disposed on one side of the propeller shaft, the direction of the rotation center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14, and the generator 16 is disposed at least partially on the left side of the engine 15. The first controller 171 is disposed in the second receiving space 102, and the first controller 171 is at least partially disposed at an upper side of the second controller. It is to be understood that the generator 16 may be disposed at least partially on the right side of the engine 15 when the direction of the rotational center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is facilitated to be improved, and the driving texture is improved. And the high-voltage wire harnesses are favorably and intensively arranged, and the crossing of the high-voltage wire harnesses and the low-voltage wire harnesses is avoided.
As shown in fig. 3 and 4, in particular, the outer housing assembly 159 also includes a head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594, and an oil pan 1595. A cylinder head cover 1591 is attached to one end of the cylinder head 1592 for sealing the cylinder head 1592 against leakage of the lubricant oil from the cylinder head 1592. An end of the cylinder head 1592 remote from the cylinder head cover 1591 is connected to the cylinder block 1593, and the cylinder head 1592 and the cylinder block 1593 constitute a substantially sealed space for sealing gas and forming a space for combustion of a combustible mixture to withstand high temperature and high pressure gas generated when the engine 15 is operated. The end of the cylinder block 1593 remote from the cylinder head 1592 is attached to a crankcase 1594, and the cylinder block 1593 and crankcase 1594 are the basic structure of the engine 15 engine. The oil pan 1595 is used to seal the crankcase 1594, and the oil pan 1595 and the crankcase 1594 are connected to form an oil reservoir 1595a for collecting and storing the lubricating oil free inside the engine 15. The generator 16 is disposed on one side of the crankcase 1594, and the generator 16 is driven by the engine 15 to operate, thereby achieving the effect of converting mechanical energy into electrical energy.
In one implementation, the outer housing assembly 159 has suspension points (not shown) formed thereon. The power assembly is connected to the frame 11 by a suspension point and fastener fit. Specifically, the suspension points may be disposed on a side of the outer housing assembly 159 near the generator 16, and the suspension points may also be disposed on a side of the outer housing assembly 159 away from the generator 16. Further, the suspension point may also be set as a reserved connection location on the outer shell assembly 159, thereby satisfying the extended application of different platforms. Through the arrangement, the power assembly can be expanded on different vehicle types of the all-terrain vehicle 100, and the flexibility of power assembly is improved.
As shown in fig. 4 and 5, the engine 15 further includes a cam mechanism 152, an intake and exhaust mechanism 153, an ignition mechanism 154, a piston mechanism (not shown), a timing system 155, a balancing mechanism 156, a cooling system 157, and a lubricating mechanism 158. The outer housing assembly 159 is formed with an accommodating space in which the cam mechanism 152, the intake and exhaust mechanism 153, the ignition mechanism 154, the piston mechanism, the timing system 155, the crankshaft connecting rod mechanism 151, the lubrication mechanism 158, the balance mechanism 156, and the cooling system 157 are disposed at least partially. Further, the accommodating spaces include a third accommodating space 1592a, a fourth accommodating space 1593a, and a fifth accommodating space 1594a.
As one implementation, the cylinder head 1592 is formed with a third accommodation space 1592a, and the cam mechanism 152, the intake and exhaust mechanisms 153, the ignition mechanism 154, the timing system 155, the lubrication mechanism 158, and the cooling system 157 are at least partially disposed in the third accommodation space 1592 a. The cylinder block 1593 is formed with a fourth accommodation space 1593a, and the piston mechanism, the lubricating mechanism 158, the timing system 155, and the cooling system 157 are at least partially disposed in the fourth accommodation space 1593 a. The crankcase 1594 is formed with a fifth accommodation space 1594a, and the crankshaft connecting rod mechanism 151, the lubricating mechanism 158, the balancing mechanism 156, the timing system 155, and the cooling mechanism are at least partially disposed in the fifth accommodation space 1594a.
The intake and exhaust mechanism 153 includes an intake mechanism 1531 and an exhaust mechanism 1534. Ignition mechanism 154 is disposed between intake mechanism 1531 and exhaust mechanism 1534. One end of the ignition mechanism 154 is disposed near the cylinder block 1593 along the axial direction of the ignition mechanism 154, the other end of the ignition mechanism 154 is disposed with the cam mechanism 152, the cam mechanism 152 includes a first camshaft 1521 and a second camshaft 1522, the first camshaft 1521 is disposed near the intake mechanism 1531, and the second camshaft 1522 is disposed near the exhaust mechanism 1534. The crankshaft-connecting rod mechanism 151 includes a crankshaft 1511 and a connecting rod 1512, one end of the connecting rod 1512 being connected to the piston mechanism, and the other end of the connecting rod 1512 being connected to the crankshaft 1511. The crankshaft 1511 and the balance mechanism 156 are engaged by gears. When the piston mechanism makes a linear reciprocating motion in the cylinder block 1593, the piston mechanism drives the crankshaft 1511 to rotate through the connecting rod 1512, and the balance mechanism 156 is driven to rotate through the rotation of the crankshaft 1511 to reduce the vibration during the operation of the engine 15. One end of the timing system 155 is connected to the cam mechanism 152, and the other end of the timing system 155 is connected to the crankshaft connecting rod mechanism 151. The lubricating mechanism 158 includes an oil pump 1581 and an oil return passage (not shown), and the lubricating oil pump 1581 in the oil storage space 1595a is sent to each component of the engine 15 by the oil pump 1581, and is returned to the oil storage space 1595a along the oil return passage. The cylinder block 1593 is formed with a cylinder bore 1593b extending therethrough for receiving the piston mechanism, and the cooling system 157 is disposed at least partially around the cylinder bore 1593 b. The space between the ignition mechanism 154 and the cylinder block 1593 is a combustion chamber. The combustion chamber is provided as the space between the top of the piston mechanism and the bottom surface of the cylinder head 1592 after the piston mechanism reaches top dead center. The top dead center is a position at which the top of the piston mechanism is farthest from the rotation center of the crankshaft 1511. Crankshaft 1511 is coupled to generator 16 at one end, and crankshaft 1511 is used to drive generator 16 to rotate, thereby providing electrical power to ATV 100 and driving ATV 100 to move.
The air intake mechanism 1531 is configured to send fresh air and/or a combustible mixture into the combustion chamber, the ignition mechanism 154 ignites the combustible mixture to cause the combustible mixture to combust in the combustion chamber, the air pressure generated by the combustion drives the piston mechanism to move, and the internal energy of the combustible mixture is converted into mechanical energy for driving the engine 15 to work by the engine 15, so as to provide a power source for the engine 15. The piston mechanism reciprocates linearly in the combustion chamber in the axial direction of the ignition mechanism 154, and drives the connecting rod 1512 to rotate the crankshaft 1511. The crankshaft 1511 drives the cam mechanism 152 to move through the timing chain 1551, so that the cam mechanism 152 controls the opening and closing of the air intake and exhaust mechanism 153, the air intake mechanism 1531 absorbs fresh air and/or combustible mixed gas, and the combusted exhaust gas is discharged out of the engine 15 through the exhaust mechanism 1534. Meanwhile, crankshaft 1511 drives generator 16 to rotate, and generator 16 converts mechanical energy into electrical energy for driving ATV 100 to run.
As shown in fig. 6 and 7, the cylinder head 1592 is also formed with an ignition passage 1592g, and the ignition passage 1592g is disposed between the intake mechanism 1531 and the exhaust mechanism 1534. In one embodiment, on a first line 104 parallel to the axial direction of the ignition mechanism 154, the ignition passages 1592g are disposed substantially parallel to the first line 104, and the ignition passages 1592g are disposed through the cylinder head 1592. The passage width of the ignition passage 1592g gradually decreases in the direction from the cylinder head 1592 to the cylinder block 1593. When the cylinder head 1592 is attached to the cylinder block 1593, one end of the ignition passage 1592g communicates with the combustion chamber, and an end of the ignition passage 1592g remote from the cylinder block 1593 is outwardly extended and formed with a fitting 1592h, the fitting 1592h being integrally formed with the cylinder head 1592.
In one implementation, the ignition mechanism 154 is at least partially disposed in the ignition passageway 1592g, one end of the ignition mechanism 154 is at least partially disposed within the combustion chamber, and the other end of the ignition mechanism 154 is coupled to the cylinder head 1592. When the ignition mechanism 154 is disposed in the ignition passageway 1592g, a sealed space is formed in the ignition passageway 1592g. The ignition mechanism 154 includes a spark plug 1541 and an ignition coil 1542, the spark plug 1541 is disposed in the ignition passageway 1592g, one end of the spark plug 1541 is close to the combustion chamber, the other end of the spark plug 1541 is connected to the ignition coil 1542, and the spark plug 1541 is controlled by the ignition coil 1542 to generate an electric spark, thereby igniting the combustible mixture in the combustion chamber. The ignition coil 1542 may be provided using a rubber material to reduce the difficulty of assembly when the ignition mechanism 154 is disposed on the cylinder head 1592, and to improve the air and water tightness of the ignition mechanism 154 when attached to the cylinder head 1592. When ignition mechanism 154 is provided, spark plug 1541 is disposed in ignition passageway 1592g such that one end of ignition passageway 1592g adjacent the combustion chamber is sealed by spark plug 1541. An ignition coil 1542 is disposed in the ignition passageway 1592g, and the ignition coil 1542 is sleeved to the spark plug 1541. In the present embodiment, an end of the ignition coil 1542 remote from the spark plug 1541 is formed with a coupling hole 1542a, and the ignition mechanism 154 is fixedly coupled to the cylinder head 1592 by a fastener engaging with the coupling hole 1542 a. The ignition mechanism 154 and the cylinder head 1592 may be connected by a single point fixed connection, wherein the single point fixed connection means that the ignition mechanism 154 is coupled to the cylinder head 1592 by a fastener and a coupling hole 1542a, thereby reducing the difficulty of detaching the ignition mechanism 154; as another implementation, the ignition mechanism 154 may also be coupled to the cylinder head 1592 through a plurality of fasteners and a plurality of coupling holes 1542a, so as to improve the stability of the ignition mechanism 154 disposed in the ignition channel 1592g, avoid the ignition mechanism 154 from popping out of the ignition channel 1592g due to excessive air pressure in the ignition channel 1592g when the engine 15 is in operation, and improve the safety of the engine 15.
As one implementation, ignition coil 1542 includes a first seal 1542b, a second seal 1542c, a third seal 1542d, and a fourth seal 1542e. Specifically, first seal 1542b is disposed about ignition coil 1542, and first seal 1542b is substantially annular and disposed at an end of ignition coil 1542 distal from spark plug 1541. Further, an air guide port (not shown) is formed in the first sealing member 1542 b. Second seal 1542c is substantially identical in construction to first seal 1542b, and second seal 1542c also has a gas port formed therein. The structure of third seal 1542d is substantially the same as that of first seal 1542b, and third seal 1542d also has an air guide port formed therein. Specifically, second seal 1542c is disposed between first seal 1542b and third seal 1542d, and first seal 1542b, second seal 1542c, and third seal 1542d collectively define exhaust passage 1542f. During installation of the ignition mechanism 154 disposed in the ignition passageway 1592g, gas within the ignition passageway 1592g is exhausted through the exhaust passageway 1542f to prevent damage to the ignition mechanism 154 caused by excessive gas pressure within the ignition passageway 1592g during operation of the engine 15. More specifically, the air guide ports of first seal 1542b and third seal 1542d are substantially aligned along the direction of first line 104, and the air guide port of second seal 1542c is disposed on a side of second seal 1542c that is distal from the first or third air guide port. Through the arrangement, the length of the exhaust channel 1542f is increased, muddy water is prevented from entering the ignition channel 1592g in the driving process of the all-terrain vehicle 100, and the service life of each part of the engine 15 is prolonged. It will be appreciated that when ignition mechanism 154 is disposed in ignition passage 1592g, gas in ignition passage 1592g may enter exhaust passage 1542f along the gas ports of third seal 1542d and exit ignition passage 1592g along the gas ports of first seal 1542 b.
When ignition mechanism 154 is disposed within ignition channel 1592g, the edges of first seal 1542b press against the inner walls of ignition channel 1592g, creating an interference fit between first seal 1542b and ignition channel 1592g. First seal 1542b is provided in rubber, such that the portion of the edge of first seal 1542b in contact with firing channel 1592g is deformed, resulting in compression of the edge of first seal 1542b by an amount R1. The edge compression of second seal 1542c is substantially the same as edge compression R1 of first seal 1542b, and the edge compression of third seal 1542d is substantially the same as edge compression R1 of first seal 1542 b. As one implementation, the edge compression amount R1 of the first seal 1542b is 0.4mm or more and 0.6mm or less. Further, R1 is 0.45mm or more and 0.55mm or less. More specifically, R1 is equal to 0.5mm. With the above arrangement, the airtightness when the ignition mechanism 154 is disposed in the ignition passageway 1592g is improved, and muddy water or dust is prevented from entering the ignition passageway 1592g when the engine 15 is operated. When ignition mechanism 154 is disposed in ignition passageway 1592g, the air pressure within ignition passageway 1592g is substantially the same as the atmospheric pressure, preventing ignition mechanism 154 from popping out of ignition passageway 1592g after the air in ignition passageway 1592g expands due to heat, thereby preventing attachment holes 1542a from being damaged.
As shown in fig. 8 and 9, crankshaft linkage 151 further includes a crankshaft 1511, a counterbalance 1513, and a crankshaft signal disc 1514, as one implementation. Specifically, the counterbalance 1513 is connected to the crankshaft 1511, and the rotation of the crankshaft 1511 drives the counterbalance 1513 to rotate around the crankshaft 1511, so as to reduce the shake generated during the operation of the engine 15. Crankshaft signal disk 1514 is coupled to crankshaft 1511 by a counterbalance 1513, such that crankshaft signal disk 1514 rotates in unison with crankshaft 1511, thereby reducing the space occupied by crankshaft signal disk 1514 when disposed within engine 15.
In one implementation, the crank signal disk 1514 is coupled to the counterbalance mass 1513 by fasteners. Specifically, the crankshaft signal panel 1514 is formed by stamping, so that the production cost of the crankshaft signal panel 1514 is reduced. The crank signal pad 1514 is substantially annular in shape, and the crank signal pad 1514 is formed with first and second apertures 1514a, 1514b around itself. Further, a plurality of connection portions (not shown) are formed on the weight 1513 near the crank signal disk 1514. A second limiting portion 1513a is further formed on the balance weight 1513 close to the crankshaft signal panel 1514, the edge of the second limiting portion 1513a is basically arc-shaped, and the outline of the edge of the second limiting portion 1513a and the outline of the edge of the inner side of the crankshaft signal panel 1514 are basically the same, so that the crankshaft signal panel 1514 is abutted to the second limiting portion 1513a, the crankshaft signal panel 1514 is prevented from being displaced in the rotating process, and the influence of the accuracy of signals collected by the crankshaft signal panel 1514 is reduced. When the crank signal disk 1514 is attached to the counterweight 1513, the axis of the first bore 1514a and the axis of the attachment portion substantially coincide, and the crank signal disk 1514 is disposed on the counterweight 1513 by fasteners.
As one implementation, by providing several second holes 1514b on the crank signal panel 1514, the weight of the crank signal panel 1514 is reduced by the second holes 1514b, and the production cost of the crank signal panel 1514 is reduced. On a projection plane 105 perpendicular to the axial direction of the crank signal disc 1514, a projection area of the second hole 1514b on the projection plane 105 in the own axial direction is S1, and a projection area of the crank signal disc 1514 on the projection plane 105 in the own axial direction is S2. As one implementation, the ratio of the projected area S1 of the second hole 1514b to the projected area S2 of the crank signal disc 1514 is equal to or greater than 0.16 and equal to or less than 0.28. Further, a ratio of a projected area S1 of the second hole 1514b to a projected area S2 of the crank signal disc 1514 is 0.19 or more and 0.25 or less. More specifically, the ratio of the projected area S1 of the second bore 1514b to the projected area S2 of the crank signal disc 1514 is equal to 0.22. With the above arrangement, the weight of the crank signal 1514 is reduced, thereby saving space for the overall arrangement of the engine 15.
Further, the projected area of the crank signal disk 1514 formed around the projection plane 105 in the direction of the own axis is S3. As one implementation, the ratio of the projected area S2 of the crank signal disc 1514 to the projected area S3 formed by the crank signal disc 1514 around is greater than or equal to 0.25 and less than or equal to 0.41. Further, the ratio of S2 to S3 is 0.29 or more and 0.37 or less. More specifically, the ratio of S2 to S3 is equal to 0.33. With the above arrangement, the weight of the crank signal 1514 is reduced, thereby saving space for the overall arrangement of the engine 15.
In one implementation, the crank signal pad 1514 is formed with substantially continuous signal teeth around its periphery. The crank signal disc 1514 is provided with at least 72 signal teeth, wherein the signal of a single signal tooth is equal to or greater than 0 ° and equal to or less than 5 °. Further, the signal of a single signal tooth is equal to or greater than 0 ° and equal to or less than 4 °. More specifically, the signal of a single signal tooth is equal to or greater than 0 ° and equal to or less than 3 °. Through the setting, the signal precision when the crankshaft signal panel collects the rotation of the crankshaft is improved, the working precision of the ignition mechanism is further improved, the working efficiency of the engine is increased, and the economy of the all-terrain vehicle is improved.
As one implementation, when the engine 15 is operating, the rotation period of the crankshaft 1511 is detected by the crankshaft signal panel 1514. That is, the engine 15 completes one cycle of working, exhausting, intaking and compressing, and the first controller 171 controls the ignition mechanism 154 to ignite, so as to realize the next cycle of working, exhausting, intaking and compressing. With the above arrangement, the ignition node of the engine 15 is controlled. It can be understood that by providing at least 72 signal teeth on the crank signal disk 1514, the accuracy of signal acquisition by the first controller 171 is improved, and by integrating the ring gear signal disk on the balance weight 1513, the overall layout space of the engine 15 is saved.
As shown in fig. 10, timing system 155 includes a timing chain 1551, a cam sprocket 1552, and a crankshaft sprocket 1553. Specifically, the cam sprocket 1552 includes a first cam sprocket 1552a and a second cam sprocket 1552b, wherein the first cam sprocket 1552a is at least partially disposed in the third accommodating space 1592a, the first cam sprocket 1552a is disposed at one end of the first camshaft 1521, the first cam sprocket 1552a and the first camshaft 1521 are connected by a spline, and the first cam sprocket 1552a and the first camshaft 1521 are also integrally formed. The second cam sprocket 1552b is at least partially disposed in the third accommodating space 1592a, the second cam sprocket 1552b is disposed at one end of the second camshaft 1522, the second cam sprocket 1552b and the second camshaft 1522 may be connected by a spline, and the second cam sprocket 1552b and the second camshaft 1522 may be integrally formed. The crankshaft sprocket 1553 is at least partially disposed in the fifth receiving space 1594a. The timing chain 1551 penetrates the third accommodating space 1592a, the fourth accommodating space 1593a and the fifth accommodating space 1594a, and the timing chain 1551 is connected by a plurality of chain pieces to form a closed loop shape which is connected end to end. As one implementation, the crankshaft sprocket 1553 and the cam sprocket 1552 are connected by a timing chain 1551. When the engine 15 is in operation, the first camshaft 1521 and the second camshaft 1522 are driven to rotate by rotation of the crankshaft sprocket 1553, so as to control opening and closing of the intake and exhaust mechanism 153.
As one implementation, the cam sprocket 1552a is provided with a first gear indicia 1552c, wherein the first gear indicia 1552c is at least partially disposed on the first cam sprocket 1552a and the first gear indicia 1552c is in a position that is in a phase relationship with the timing chain 1551; the first gear indicia 1552c is disposed at least partially on the second cam sprocket 1552b and the first gear indicia 1553a is disposed at a position where the second cam sprocket 1522b is in phase relationship with the timing chain 1551. Specifically, the phase relation means that when the intake mechanism 1531 controlled by the first camshaft 1521 is in an open state, the exhaust mechanism 1534 controlled by the second camshaft 1522 is in a closed state. The teeth of first cam sprocket 1552a mesh with the links of timing chain 1551, the teeth of second cam sprocket 1552b mesh with the links of timing chain 1551, and neither the teeth of first cam sprocket 1552a nor the teeth of second cam sprocket 1552b can be disposed between two links of timing chain 1551. With the above arrangement, the meshing position of the timing chain 1551 with the first cam sprocket 1552a and the meshing position of the timing chain 1551 with the second cam sprocket 1552b are determined. Further, a second gear mark 1553a is arranged on the crankshaft sprocket 1553, and the second gear mark 1553a is arranged at a gear tooth of the crankshaft sprocket 1553 and the timing chain 1551, which has a phase relation, wherein the phase relation means that when the piston mechanism rotates to the top dead center, the crankshaft connecting rod mechanism 151 connected with the piston mechanism controls the air inlet mechanism 1531 to be in an open state, and the air outlet mechanism 1534 to be in a closed state. The teeth of the crankshaft sprocket 1553 can be meshed with the links of the timing chain 1551, and the teeth of the crankshaft sprocket 1553 cannot be arranged between two links of the timing chain 1551, so that the meshing position of the timing chain 1551 and the crankshaft sprocket 1553 is determined. The crankshaft sprocket 1553 and the crankshaft 1511 can be connected by a spline, and the crankshaft sprocket 1553 and the crankshaft 1511 can also be integrally formed. With the above arrangement, the crankshaft sprocket 1553 can be driven to rotate by the reciprocating motion of the piston, thereby driving the cam mechanism 152 to rotate. More specifically, the first gear indicia 1552c may be provided as a indicia hole and/or color indicia and the second gear indicia may be provided as a indicia hole and/or color indicia. Through the arrangement, the assembling difficulty of the timing chain 1551 is reduced, and therefore the assembling efficiency of the timing system 155 is improved.
As one implementation, the first cam sprocket 1552a, the second cam sprocket 1552b, and the crankshaft sprocket 1553 are coupled by a timing chain 1551 to drive the intake and exhaust mechanisms 153 via the timing system 155. The timing system 155 is assembled with phase requirements and the links of the timing chain 1551 are provided with indexing link assemblies 1551a for indexing assembly positions. Further, indicia link assembly 1551a may be provided as indicia holes, or color indicia. The other links of timing chain 1551 are distinguished by labeled link assembly 1551a. It is to be understood that the marking forms of the marking link assembly 1551a are not limited to the marking holes or color markings provided above, and the marking forms for distinguishing the marking link assembly 1551a by the markings different from the links are included in the timing chain 1551 of the present application. The indicia link assembly 1551a includes a first indicia 1551b, a second indicia 1551c, and a third indicia 1551d. The first mark 1551b corresponds to a first gear mark 1552c of the first cam sprocket 1552a, the second mark 1551c corresponds to a first gear mark 1552c of the second cam sprocket 1552b, and the third mark 1551d corresponds to a second gear mark 1553a of the crankshaft sprocket 1553. Through the arrangement, the color marks different from those of the timing chain 1551 are arranged at the first mark 1551b, the second mark 1551c and the third mark 1551d, and/or the marks which are obviously distinguished from the timing chain 1551 are arranged at the first mark 1551b, the second mark 1551c and the third formal mark, so that the assembling difficulty of the timing chain 1551 is reduced, the purpose of convenient assembly is achieved, and the assembling efficiency of the timing system 155 is improved.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are considered to be within the scope of the invention as defined by the following claims.
Claims (10)
1. An all-terrain vehicle comprising:
a frame;
a body cover disposed at least partially over the frame;
a walking assembly for supporting the all terrain vehicle;
a power assembly at least partially disposed on the frame, the power assembly including an engine;
it is characterized in that the preparation method is characterized in that,
the engine comprises an ignition mechanism and an ignition channel, wherein the ignition mechanism comprises a first sealing element which is umbrella-shaped; the ignition mechanism is at least partially arranged in the ignition channel, the ignition channel extends along the axis direction of the ignition channel to form a matching part, and the first sealing element is abutted to the matching part.
2. The all-terrain vehicle of claim 1,
the edge compression amount R1 generated by the abutting of the first sealing element and the matching part is more than or equal to 0.4mm and less than or equal to 0.6mm.
3. The all-terrain vehicle of claim 1, characterized in that,
the ignition mechanism further includes a second seal, a third seal, and a fourth seal disposed about the ignition mechanism.
4. The all-terrain vehicle of claim 3,
the third seal is disposed between the second seal and the fourth seal.
5. The all-terrain vehicle of claim 3,
the edge compression R2 of the second sealing piece connected to the ignition channel is more than or equal to 0.4mm and less than or equal to 0.6mm, the structures of the third sealing piece and the second sealing piece are consistent, and the structures of the fourth sealing piece and the second sealing piece are consistent.
6. The all-terrain vehicle of claim 3,
the second seal member is provided with a gas guide port, and the fourth seal member is also provided with a gas guide port, the gas guide ports of the second seal member and the fourth seal member being aligned in an axial direction of the ignition mechanism.
7. The all-terrain vehicle of claim 6,
the third sealing element is provided with an air guide port, and the air guide port of the third sealing element is far away from the air guide port of the second sealing element, or the air guide port of the third sealing element is far away from the air guide port of the fourth sealing element.
8. The all-terrain vehicle of claim 7,
and during the assembly process of the ignition mechanism and the ignition channel, the second sealing element, the third sealing element and the fourth sealing element form an exhaust channel for exhausting air in the ignition channel through the air guide port.
9. The all-terrain vehicle of claim 1,
the ignition mechanism comprises an ignition coil and a spark plug, wherein the spark plug seals one end of the ignition channel, and the ignition coil seals the other end of the ignition channel.
10. The all-terrain vehicle of claim 9, characterized in that,
the engine also includes a cylinder head to which the ignition coil is attached by a single fastener.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222013914.4U CN217632709U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222013914.4U CN217632709U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217632709U true CN217632709U (en) | 2022-10-21 |
Family
ID=83637125
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222013914.4U Active CN217632709U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217632709U (en) |
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2022
- 2022-07-29 CN CN202222013914.4U patent/CN217632709U/en active Active
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