CN220395845U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises a frame, a vehicle body panel and an engine. The body panel is at least partially disposed on the frame. The engine includes a cylinder head. The cylinder head is also provided with a timing assembly, a variable valve timing and a timing chamber cover, the cylinder head is provided with a timing chamber, the timing assembly and the variable valve timing are at least partially arranged in the timing chamber, and the timing chamber cover and the cylinder head are detachably connected and used for closing at least part of the timing chamber. With the arrangement, the reliability of the timing assembly is improved and the maintenance cost is reduced.

Description

All-terrain vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to an all-terrain vehicle.

Background

In the prior art, an all-terrain vehicle is used as an outdoor vehicle, and needs to adapt to different scenes and complex working conditions, so that a high power demand is provided for an engine of the all-terrain vehicle. In addition, since the all-terrain vehicle is required to maintain the normal operation of the engine to meet the current road condition demands in order to cope with various scenes. In order to meet the working requirements of the engine, the engine is further provided with a timing mechanism, and a transmission part of the timing mechanism is easy to wear during working, so that the transmission part is often required to be replaced to ensure the normal working of the engine. How to meet the maintenance and replacement requirements of the timing mechanism and reduce the maintenance cost of the engine is still needed to be solved by those skilled in the art.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide an all-terrain vehicle which can reduce the maintenance cost of an engine.

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

an all-terrain vehicle includes a frame, a body panel, and an engine. The body panel is at least partially disposed on the frame. The engine includes a cylinder head. The cylinder head is also provided with a timing assembly, a variable valve timing and a timing chamber cover, the cylinder head is provided with a timing chamber, the timing assembly and the variable valve timing are at least partially arranged in the timing chamber, and the timing chamber cover and the cylinder head are detachably connected and used for closing at least part of the timing chamber.

Further, the engine also includes a cylinder head cover, the cylinder head cover, and the timing chamber cover surrounding the form timing chamber.

Further, the housing also includes a housing seal ring at least partially disposed between the cylinder head cover and the cylinder head cover.

Further, the housing seal ring is also at least partially disposed between the timing chamber cover and the cylinder head cover.

Further, a surface of the cylinder head cover remote from the cylinder head extends substantially along a first plane, a surface of the cylinder head close to the cylinder block extends substantially along a second plane, and the timing chamber cover is disposed substantially between the first plane and the second plane.

Further, the timing chamber cover further includes a timing through hole through which the variable valve timing is at least partially disposed.

Further, the engine comprises an oil conveying mechanism and an oil pumping mechanism, and a first oil duct communicated with the oil conveying mechanism is arranged in the shell; the oil pumping mechanism is communicated with the oil conveying mechanism.

Further, the first oil duct comprises a first oil duct and a second oil duct, the extending directions of the first oil duct and the second oil duct are intersected or vertical, a throttle bolt is further arranged on the shell, and the first oil duct and the second oil duct are communicated through the throttle bolt; the throttle bolt includes bellying, connecting portion and throttle portion, and the bellying sets up the one end of keeping away from the throttle portion, and connecting portion distributes around the throttle bolt.

Further, the protruding portion, the throttling portion and the connecting portion are integrally formed.

Further, the throttle portion includes a first passage, a second passage, and a third passage, the first passage being communicated to the third passage through the second passage.

The all-terrain vehicle provided by the utility model can be detachably connected with the timing cavity cover and the cylinder head cover, so that a sealed timing cavity is formed after the cylinder head cover and the timing cavity cover are connected, the timing assembly mechanism has better safety, meanwhile, the arrangement mode can prevent lubricating liquid or cooling liquid from leaking, the reliability of the timing assembly is improved, and the maintenance cost is reduced.

Drawings

FIG. 1 is a schematic perspective view of an ATV of the present application;

FIG. 2 is a schematic perspective view of a powertrain of the present application;

FIG. 3 is an exploded view of the engine of the present application;

FIG. 4 is a cross-sectional view of a cylinder head of the engine of the present application;

FIG. 5 is a schematic perspective view of a throttle device of the engine of the present application;

FIG. 6 is a partial enlarged view at B in 4 of the engine of the present application;

FIG. 7 is a schematic perspective view of a cylinder head of the engine of the present application;

FIG. 8 is an exploded view of a cylinder head portion structure of the engine of the present application;

FIG. 9 is a perspective view of a cylinder head cover of the engine of the present application mounted to a cylinder head;

FIG. 10 is an exploded view of a fuel filler port structure on a cylinder head cover of the engine of the present application;

FIG. 11 is a cross-sectional view of a cylinder head cover of the engine of the present application;

FIG. 12 is an enlarged partial view of the engine of the present application at C in FIG. 11;

FIG. 13 is an exploded view of a variable valve timing of the engine of the present application;

FIG. 14 is a cross-sectional view of the timing sprocket and rotor of the engine of the present application;

FIG. 15 is a schematic perspective view of a crank and connecting rod mechanism of the engine of the present application;

FIG. 16 is a side view of a portion of the structure of the crank mechanism of the engine of the present application;

FIG. 17 is a cross-sectional view of the engine of the present application at the first drive wheel of the crank mechanism;

FIG. 18 is a schematic perspective view of a cylinder head cover of the engine of the present application coupled to an intake assembly;

FIG. 19 is a schematic perspective view of an oil-gas separator of the engine of the present application;

FIG. 20 is a cross-sectional view of an oil separator of the engine of the present application;

FIG. 21 is a cross-sectional view of another view of the oil separator of the engine of the present application;

FIG. 22 is a cross-sectional view of another view of the engine of the present application

FIG. 23 is an exploded view of a cylinder block and cylinder head of the engine of the present application;

FIG. 24 is an exploded view of a cylinder head cover and cylinder block of the engine of the present application;

FIG. 25 is a schematic perspective view of a seal ring of the engine of the present application;

FIG. 26 is a cross-sectional view of a cylinder head cover and cylinder block of the engine of the present application including a charge passage therein;

Detailed Description

In order to better understand the solution of the present application, the following description will clearly and completely describe the technical solution of the specific embodiment of the present application with reference to the drawings in the embodiment of the present application. 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.

As shown in fig. 1-3, the present application provides a powertrain 100 and an all-terrain vehicle 200 employing the powertrain 100. All-terrain vehicle 200 includes, among other things, a frame 21, a body panel 22, a drive train (not shown), a steering system 24, and a travel assembly 25. Powertrain 100 is at least partially disposed on frame 21, the transmission system is in transmission connection with powertrain 100, running gear 25 is in transmission connection with powertrain 100 through the transmission system, powertrain 100 outputs the driving force of ATV 200, and transmits the driving force to running gear 25 through the transmission system, so that running gear 25 drives ATV 200. Steering system 24 is at least partially coupled to a travel assembly 25, and steering system 24 is used to control the direction of travel of ATV 200.

The powertrain 100 includes an engine 11, a clutch 12, and a reduction gearbox 13, the clutch 12 being disposed between the engine 11 and the reduction gearbox 13, and being configured to transmit power of the engine 11 into the reduction gearbox 13. The engine 11 includes, among other things, a housing 111, a valve train 112, a fuel supply mechanism (not shown), a crank mechanism 114, and an ignition mechanism 115, a pumping mechanism 116, and an oil delivery mechanism 117. Wherein the housing 111 encloses a receiving space in which the valve train 112, the fuel supply mechanism, the crank mechanism 114 and the ignition mechanism 115 are at least partially disposed. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114, and an oil pan 1115, the cylinder head 1112 being at least partially disposed between the cylinder head cover 1111 and the cylinder block 1113, the cylinder head 1112 being for connecting the cylinder head cover 1111 and the cylinder block 1113, the crankcase 1114 being at least partially disposed between the cylinder block 1113 and the oil pan 1115, the crankcase 1114 being for connecting the cylinder block 1113 and the oil pan 1115.

The cylinder block 1113 is provided with a combustion chamber, the valve train 112 communicates with the external space and the combustion chamber, the fuel supply mechanism communicates at least partially with the valve train 112, and the fuel supplied by the fuel supply mechanism and the air supplied by the valve train 112 are mixed to form a mixture and transferred to the combustion chamber. The crank mechanism 114 is at least partially disposed in the combustion chamber, and the ignition mechanism 115 ignites the mixture and outputs the driving force of the engine 11 through the crank mechanism 114.

The engine 11 is disposed in a lateral arrangement, and specifically, the crank-link mechanism 114 includes a crankshaft 1141, and the crankshaft 1141 extends in a substantially right-left direction. The engine 11 also includes a magneto 118, and the magneto 118 may be driven by a crankshaft 1141 for generating electricity. The transmission system comprises a transmission shaft (not shown), the clutch 12 comprises a clutch assembly 121 and a clutch housing 122, the reduction gearbox 13 comprises a reduction assembly 131 and a reduction gearbox housing 132, the magneto 118 is arranged at one end of a crankshaft 1141, the other end of the crankshaft 1141 is in transmission connection with one end of the clutch assembly 121, the other end of the clutch assembly 121 is in transmission connection with one end of the reduction assembly 131, and the other end of the reduction assembly 131 is in transmission connection with the walking assembly 25 through the transmission shaft. The clutch housing 122, the reduction gearbox housing 132 and the housing 111 are at least partially integrally arranged, that is, the clutch housing 122 is at least partially integrally formed or fixedly connected with the housing 111, the reduction gearbox housing 132 is at least partially integrally formed or fixedly connected with the housing 111, the clutch housing 122 is integrally formed or fixedly connected with the reduction gearbox housing 132, so that the crankshaft 1141 can extend out of the housing 111 to be directly connected with the clutch assembly 121 in a transmission manner, the clutch assembly 121 can be directly connected with the reduction assembly 131 in a transmission manner, the arrangement manner reduces the occupied space of the engine 11 and the transmission system, the transmission structure is simple, parts are fewer, the arrangement structure of the engine 11 and the transmission system is compact, and the space utilization rate and the transmission efficiency are improved. The running assembly 25 includes a front wheel assembly 251, the reduction gearbox 13 further includes a spline shaft 133, one end of the spline shaft 133 is in driving connection with the reduction assembly 131, and the other end of the spline shaft 133 is in driving connection with the driving shaft and is connected to the front wheel assembly 251 through the driving shaft, so that the engine 11 can be in driving connection with the front wheel assembly 251. The axis of the spline shaft 133 extends substantially in the front-rear direction so that the arrangement of the spline shaft 133 can be adapted to the structure of the engine 11, the clutch 12, and the reduction gearbox 13 provided in the present application, further saving the arrangement space of the all-terrain vehicle 200. The walking assembly 25 further comprises a rear wheel assembly 252 and a rear axle, the rear wheel assembly 252 is in transmission connection with the rear axle, a through hole of the reduction box 13 is formed in the reduction box shell 132, the rear axle is arranged in the through hole of the reduction box 13 in a penetrating manner and is in transmission connection with the reduction assembly 131, and accordingly the engine 11 can be in transmission connection with the rear wheel assembly 252. In the present embodiment, the valve train 112 further includes a supercharging assembly 1121, and the supercharging assembly 1121 can make the intake air amount of the engine 11 650 kg/h or more and 750 kg/h or less. As an implementation, the supercharging assembly 1121 may bring the intake air amount of the engine 11 up to 726 kg/h. With such an intake air amount, the fuel injection amount of the engine 11 reaches 70 kg/h, and in such a setting, the rotational speed of the crankshaft 1141 of the engine 11 is 8000r/min or more and less with respect to 9000r/min, and the power up of the engine 11 is 150kw/L or more and 160kw/L or less, so that a strong driving force can be output, so that the power of the all-terrain vehicle 200 on which the engine 11 is mounted is stronger, and can be adapted to more complicated road conditions. In addition, through the above arrangement, the overall structure of the powertrain 100 is more compact, which can be better assembled on the all-terrain vehicle 200, so that the structure of the all-terrain vehicle 200 is more compact.

As shown in fig. 4 to 6, the oil delivery mechanism 117 includes a delivery pipe and an oil passage provided in the housing 111. The oil delivery mechanism 117 communicates to the oil pumping mechanism 116. The oil pumping mechanism 116 is used to feed the lubrication pumping mechanism 116 in the oil pan 1115 to the oil delivery mechanism 117, and then the oil delivery mechanism 117 delivers the parts of the engine 11. As one implementation, a first oil passage 1112a is provided in the cylinder head 1112, a second oil passage 1113z is provided in the cylinder block 1113, and the first oil passage 1112a and the second oil passage 1113z are at least partially communicated and connected to the oil delivery mechanism 117. The first oil duct 1112a includes a first oil duct 1112aa, a second oil duct 1112ab, a throttle bolt 1112b is further provided on the cylinder head 1112, an extending direction of the first oil duct 1112aa and an extending direction of the second oil duct 1112ab are intersected or vertically arranged, one end of the first oil duct 1112aa is communicated to the second oil duct 1113z, the other end of the first oil duct 1112aa is communicated to the second oil duct 1112ab through the throttle bolt 1112b, and the other end of the second oil duct 1112ab is communicated to other parts. It will be appreciated that the first oil delivery passage 1112aa has a different inner diameter than the second oil delivery passage 1112ab, resulting in a different flow rate for the first oil delivery passage 1112aa and the second oil delivery passage 1112 ab. Specifically, since the first oil delivery passage 1112aa communicates with the second oil passage 1113z provided on the cylinder block 1113, the second oil passage 1113z on the cylinder block 1113 has a larger inner diameter and a larger flow rate. While for parts requiring specific lubrication, the flow rate of the lubricating oil required is smaller than that in the second oil passage 1113z, based on which the present application provides a throttle bolt 1112b capable of closing part of the oil passage and changing the flow rate. Specifically, the throttle bolt 1112b includes a throttle portion 1112ba. The throttle part 1112ba includes a first channel 1112bb, a second channel 1112bc, and a third channel 1112bd, the first oil delivery channel 1112aa communicates with the first channel 1112bb, the second oil delivery channel 1112ab communicates with the third channel 1112bd, and the first channel 1112bb communicates with the third channel 1112bd through the second channel 1112 bc. The diameter of the second channel 1112bc is smaller than the diameter of the first channel 1112bb, i.e. the throttle bolt 1112b is integrated with a throttle function. This arrangement can reduce the manufacturing cost of the engine 11, and the assembly of the throttle bolt 1112b to the housing 111 is simple and convenient, and can effectively recognize whether the throttle bolt 1112b is assembled in place, improving the sealing property of the oil transportation path.

As one implementation, the second oil delivery channel 1112ab drills from outside the cylinder head 1112 from a direction perpendicular to the first oil delivery channel 1112aa, and continues to drill in a direction perpendicular to the first oil delivery channel 1112aa after communicating with the first oil delivery channel 1112 aa. When the first oil delivery passage 1112aa and the second oil delivery passage 1112ab communicate, it is also necessary to close an opening opened from the cylinder head 1112. As one implementation, the throttle bolt 1112b is further provided with a connection portion 1112be and a protruding portion 1112bf, the connection portion 1112be being provided as an external thread structure and being used for closing an opening, and the opening being provided with an external thread structure that mates with the external thread structure. The protrusion 1112bf can further prevent the outflow of the lubricating oil after the throttle bolt 1112b closes the opening. Specifically, the protruding portion 1112bf is provided as a retainer ring and is provided at an end remote from the throttle portion 1112ba, and the connecting portion 1112be is distributed around the outside of the throttle bolt 1112b. The protruding portion 1112bf, the throttle portion 1112ba, and the connection portion 1112be are integrally formed. By such arrangement, not only the throttle purpose can be realized, but also the sealing property of the oil delivery passage can be improved, and the manufacturing cost of the engine 11 can be reduced.

As shown in fig. 7 to 8, the cylinder head 1112 is further provided with a timing assembly 1112c, a variable valve timing 1112d, and a timing chamber cover 1112e, the cylinder head 1112 is further formed with a timing chamber 1112f, the timing chamber cover 1112e and the cylinder head 1112 are detachably connected and the timing chamber cover 1112e is provided on one side of the timing chamber 1112f, the timing chamber cover 1112e being for closing at least part of the timing chamber 1112f. The timing chamber cover 1112e, the cylinder head 1112, and the cylinder head cover 1111 are connected to form a timing chamber 1112f accommodating a timing assembly 1112c, and the timing assembly 1112c and the variable valve timing 1112d are disposed in the timing chamber 1112f. The surface of the cylinder head cover 1111 remote from the cylinder head 1112 extends substantially along a first plane, the surface of the cylinder head 1112 close to the cylinder block 1113 extends substantially along a second plane, and the timing chamber cover 1112e is disposed substantially between the first plane and the second plane. The housing 111 further includes a housing seal 1116, the housing seal 1116 being at least partially disposed between the cylinder head cover 1111 and the cylinder head cover 1112, the housing seal 1116 being at least partially disposed between the timing chamber cover 1112e and the cylinder head cover 1111, the housing seal 1116 improving the sealing of the connection of the cylinder head cover 1111 and the cylinder head cover 1112 and improving the sealing of the connection of the timing chamber cover 1112e and the cylinder head cover 1111. Through the arrangement, the cylinder head cover 1111 and the timing chamber cover 1112e are connected to form a sealed timing chamber 1112f, so that the timing assembly 1112c mechanism has better safety, and meanwhile, the arrangement can prevent lubricating fluid or cooling fluid from leaking, thereby improving the reliability of the timing assembly 1112c and reducing the maintenance cost. Further, a timing through hole is further provided on the timing chamber cover 1112e, and the variable valve timing 1112d is at least partially inserted into the timing through hole and supported by the timing chamber cover 1112 e. Through the above arrangement, the timing chamber cover 1112e has strong versatility, simple structure and small manufacturing difficulty, and the number of sealing surfaces of the housing 111 is small, so that the tightness of the housing 111 is ensured.

As shown in fig. 9 to 10, the cylinder head cover 1111 is provided with a fuel filler 1111a, the fuel filler 1111a is provided at one end of the cylinder head cover 1111 near the timing chamber cover 1112e, and the fuel filler 1111a is provided at the left or right side of the cylinder head cover 1111, the fuel filler 1111a being for replenishing the inside of the engine 11 with a liquid such as a lubricating liquid. The oil filling opening 1111a is provided with an oil filling plug 1111b, and when it is not necessary to supplement the liquid such as the lubricant to the inside of the engine 11, the oil filling plug 1111b and the oil filling opening 1111a may be fixedly connected or clamped to maintain the seal of the inside of the engine 11, wherein an oil filling sealing ring 1111c may be provided between the oil filling plug 1111b and the oil filling opening 1111a to ensure the tightness after the oil filling plug 1111b and the oil filling opening 1111a are connected.

As shown in fig. 11 to 14, the cylinder head 1112 is further provided with an intake oil passage 1112g, and the second oil passage 1112ab is further communicated with the intake oil passage 1112g. The intake oil passage 1112g is used to lubricate the camshaft 1142 and the variable valve timing 1112d. The crank mechanism 114 further includes a camshaft 1142, the camshaft 1142 including a first passage 1142a and a second passage 1142b, the variable valve timing 1112d being at least partially disposed in the first passage 1142 a. The second passage 1142b communicates with the cylinder head 1112. The intake oil passage 1112g communicates with the first passage 1142a and the second passage 1142b and can deliver lubricating oil into the first passage 1142a and the second passage 1142 b. Specifically, the camshaft 1142 is provided with a first oil inlet 1142c and a second oil inlet 1142d, the first oil inlet 1142c communicates with the first passage 1142a and the intake duct 1112g, and the second oil inlet 1142d communicates with the second passage 1142b and the intake duct. The first oil inlet 1142c and the second oil inlet 1142d are not in direct communication on the camshaft 1142. With such an arrangement, the oil passage arrangement of the cam shaft 1142 can be simplified, so that the cam shaft 1142 and the respective components provided on the cam shaft 1142 can be lubricated quickly.

As one implementation, the variable valve timing 1112d includes a timing sprocket 1112da, a rotor 1112db, a front cover plate 1112dg, a rear cover plate 1112dh, and a center bolt valve 1112dk, wherein the timing sprocket 1112da is provided with a receiving space 1112dn, and the rotor 1112db is at least partially disposed in the receiving space 1112dn and cooperates with the timing sprocket 1112da to form a first chamber 1112de and a second chamber 1112df for receiving a lubricating fluid. By adjusting the oil change between the first chamber 1112de and the second chamber 1112df, the relative position of the rotor 1112db with respect to the timing sprocket 1112da is adjusted. It will be appreciated that the central bolt valve 1112dk is fixedly coupled to the camshaft 1142 and is capable of synchronous rotation with the camshaft 1142. The rotor 1112db is fixedly coupled to the central bolt valve 1112dk and is capable of rotating synchronously with the central bolt valve 1112 dk. When the first chamber 1112de is in oil and the second chamber 1112df is out of oil, the oil pushes the rotor 1112db to rotate around the first direction, and the rotor 1112db drives the cam shaft 1142 to rotate through the central bolt valve 1112dk, thereby increasing the intake air amount. When the first chamber 1112de discharges oil and the second chamber 1112df discharges oil, the oil pushes the rotor 1112db to rotate around the second direction, and the rotor 1112db drives the cam shaft 1142 to rotate through the central bolt valve 1112dk, thereby reducing the intake air amount. When the oil in the first chamber 1112de is the same as the oil in the second chamber 1112df, the oil in the first chamber 1112de and the second chamber 1112df are locked, the rotor 1112db is locked at the current position, and the intake air amount is locked at the current position. It will be appreciated that the rotor 1112db is further provided with a drain valve 1112dt, the drain valve 1112dt being disposed between the first chamber 1112de and the second chamber 1112df for controlling the ingress and egress of oil from the first chamber 1112 de. The variable valve timing 1112d further includes a solenoid valve 1112du, and the center bolt valve 1112dk is further provided with an actuator 1112dm and a return 1112dn, the actuator 1112dm and the return 1112dn being engaged and switchable between a first state and a second state. Specifically, the actuator 1112dm is disposed along the axial direction of the cam shaft 1142, and is driven by the solenoid valve 1112du to switch between the first state and the second state. It will be appreciated that when the amount of intake air to be regulated is large, the solenoid valve 1112du drives the actuator 1112dm to move in the axial direction of the camshaft 1142, thereby increasing the oil intake or the oil discharge, thereby regulating the rotation angle of the rotor 1112db relative to the timing sprocket 1112da, thereby driving the rotation angle of the camshaft 1142. It will be appreciated that the cam shaft 1142 drives the timing open and close. As one implementation, the actuator 1112dm further includes a third state disposed between the first state and the second state.

As one implementation, the central bolt valve 1112dk includes a first through hole 1112dp and a second through hole 1112dq. The rotor 1112db is provided with a third through hole 1112dc and a fourth through hole 1112dd. When the actuator 1112dm is driven to the first state, the first through hole 1112dp and the third through hole 1112dc are communicated, and the second through hole 1112dq is closed with respect to the fourth through hole 1112dd, the oil drain valve 1112dt is unlocked, at this time, oil can be taken in from the first chamber 1112de and out of the second chamber 1112df, the oil pushes the rotor 1112db to rotate around the first direction, and the rotor 1112db drives the cam shaft 1142 to rotate through the center bolt valve 1112dk, thereby increasing the intake air amount. When the actuator 1112dm is driven to the second state, the second through hole 1112dq is communicated with the fourth through hole 1112dd, when the first through hole 1112dp is closed relative to the third through hole 1112dc, the first chamber 1112de discharges oil, the second chamber 1112df feeds oil, the oil pushes the rotor 1112db to rotate around the second direction, and the rotor 1112db drives the cam shaft 1142 to rotate through the central bolt valve 1112dk, so that the air inflow is reduced. When the actuator 1112dm is driven to the third state, the second through hole 1112dq communicates with the fourth through hole 1112dd, and the first through hole 1112dp communicates with the third through hole 1112dc, the oil in the first chamber 1112de and the second chamber 1112df is kept in the current state, the rotor 1112db is locked in the current position, and the intake air amount is locked in the current position. By such arrangement, the structure of the valve timing assembly 1112c is made simple and compact, the weight and occupied space of the valve timing assembly 1112c are reduced, and the weight saving and cost saving of the engine 11 are facilitated.

As shown in fig. 15-16, timing assembly 1112c further includes a chain 1112ca, which chain 1112ca may be driven by crankshaft 1141 to drive the rotation of the camshaft. As an implementation manner, a first driving wheel 1142e is arranged on the camshaft, a second driving wheel is arranged on the crankshaft 1141, and a chain 1112ca is arranged between the first driving wheel 1142e and the second driving wheel and can be driven by the second driving wheel to drive the first driving wheel 1142e to rotate. To prevent the chain 1112ca from jumping teeth when the chain 1112ca is assembled, a stopper 1114h is also provided on the crank case 1114. As one implementation, a limiter 1114h is provided on the crankcase 1114 that is used to support the chain 1112ca and limit the chain 1112ca to a current position. Specifically, the limiting member 1114h is configured to be arc-shaped and includes a first limiting portion 1114ha and a second limiting portion 1114hb, and the first limiting portion 1114ha and the second limiting portion 1114hb can be inserted into the chain 1112ca, respectively, and limit the chain 1112ca at a current position, so that the chain 1112ca is prevented from falling off in a loose state, and thus cannot be rapidly assembled to a preset position. As one implementation, when the chain 1112ca is tensioned, the stop 1114h disengages the chain 1112ca and provides a predetermined gap with the chain 1112 ca. Specifically, when the chain 1112ca is tensioned, the minimum distance of the outer circumferential surface of the chain 1112ca from the stopper 1114h is 0.5mm or more and 3mm or less. The arrangement mode ensures that the relative positions of the chain 1112ca and the first driving wheel 1142e are not changed when the driving chain between the first driving wheel 1142e and the second driving wheel is assembled and disassembled, thereby avoiding readjusting the relative positions of the crank link mechanism 114 and the valve assembly, reducing the assembly and disassembly difficulty of the valve assembly and saving the maintenance cost. As an alternative embodiment, the spacing between the stopper 1114h and the chain 1112ca may be 1mm or more and 2.5mm or less, and the spacing between the stopper 1114h and the chain 1112ca may be 1.5mm or more and 2mm or less.

As shown in fig. 17, a groove 1142ea is provided on an end of the first transmission wheel near the camshaft, and a valve train assembly or valve timing assembly 1112c is provided at least partially in the groove 1142ea, and the depth S of the recess 1142ea is set to be 2mm or more and 6mm or less. Further, the depth S of the recess 1142ea is set to 3mm or more and 5mm or less, and the depth S of the recess 1142ea is set to 3.5mm or more and 4.5mm or less. The arrangement mode can reduce the weight and the width of the first driving wheel while ensuring the strength of the first driving wheel, thereby reducing the weight and the occupied space of the engine 11, improving the space utilization rate of the all-terrain vehicle 200 and being beneficial to realizing the light weight of the whole vehicle. It is understood that the depth of the recess 1142ea may be set to 2mm, 4mm, 6mm, or the like.

As shown in fig. 11, a first limit structure 1142g is provided on a cam shaft 1142 of the engine 11, and the first limit structure 1142g and the cam shaft 1142 are integrally formed. A camshaft bearing seat 1112e is provided in the cylinder head 1112, and the camshaft bearing seat 1112e and the cylinder head 1112 are fixedly connected. The camshaft bearing seat 1112e is provided with a second limiting structure 1112ea, the first limiting structure 1142g and the second limiting structure 1112ea are matched to limit the axial displacement freedom degree of the valve driving assembly 1226, and the first limiting structure 1142g can rotate relative to the second limiting structure 1112 ea. Specifically, the first limiting structure 1142g is configured as an annular protrusion on the cam shaft 1142, the second limiting structure 1112ea is configured as an extension portion formed by extending at least partially toward one side of the cam shaft 1142, and the first limiting structure 1142g is disposed in the second limiting structure 1112ea such that the cam shaft bearing 1112e limits movement of the cam shaft 1142 in the axial direction of the cam shaft 1142. The first limit structure 1142g may be provided at the left, right, or middle of the cam shaft 1142. Of course, depending on the specific structure of the engine 11, the first limiting structure 1142g may be configured as an extension portion formed by extending the camshaft 1142 at least partially toward the camshaft bearing seat 1112e, and the second limiting structure 1112ea may be configured as an annular protrusion on the camshaft bearing seat 1112e, where the second limiting structure 1112ea is at least partially disposed in the first limiting structure 1142g so that the camshaft bearing seat 1112e limits the axial movement of the camshaft 1142. By such arrangement, the camshaft 1142 may limit axial play of the camshaft, improving reliability and accuracy of the valve train assembly 1226. It can be appreciated that this arrangement reduces the weight and occupied space of the engine 11 while avoiding axial play of the camshaft, improves the space utilization of the all-terrain vehicle 200, and is beneficial to achieving weight saving of the whole vehicle.

As shown in fig. 18 to 21, the engine 11 further includes an oil separator 11g, the oil separator 11g is provided on the cylinder head 1112, one end of the oil separator 11g is communicated into the cylinder head 1112, and the other end of the oil separator 11g is communicated with an air intake assembly 1122 of the valve train 112. It will be appreciated that the high temperatures in the cylinder head 1112 due to combustion in the combustion chamber will inevitably produce an oil and gas mixture. The oil separator 11g is used to separate particulate matter in the cylinder head 1112 into oil and gas. The gas-oil separator 11g is provided therein with a gas inlet 11ga, an oil outlet 11gb, and a gas outlet 11gc. Wherein the intake port 11ga communicates with the accommodation space of the cylinder head 1112 and is capable of sucking the mixture of oil and gas in the cylinder head 1112. The oil outlet 11gb is communicated with the accommodating space formed by the cylinder head 1112, the oil outlet 11gb is provided with a one-way valve structure, oil in the oil-gas separator 11g can be discharged in one way, and the oil-gas separator 11g guides the oil to flow back to the oil pan 1115 through the oil outlet 11 gb. The exhaust port 11gc communicates with the intake assembly 1122 to deliver the separated gas to the combustion chamber for combustion. Specifically, the oil-gas separator 11g further includes an air outlet pipe 11gd, and the air outlet pipe 11gd communicates with the air outlet 11gc and the air inlet component 1122. Through the arrangement, the number of parts of the oil-gas separator 11g is reduced, so that the structure of the oil-gas separator 11g is simple and practical, and the assembly and maintenance of the oil-gas separator 11g are facilitated.

The gas-oil separator 11g includes a first separation mechanism 11ge and a second separation mechanism 11gh. The separation accuracy of the first separation mechanism 11ge is smaller than the separation accuracy of the second separation mechanism 11gh. When the particle size of the oil droplets is larger than the first particle size, the first separation mechanism 11ge can separate out the oil droplets larger than the first particle size in the oil-gas mixture; when the particle size of the oil drops is smaller than or equal to the first particle size, the second separation mechanism 11gh can separate the oil drops smaller than or equal to the first particle size from the oil-gas mixture; the first particle size refers to the particle size in which the distribution in the oil droplets is most concentrated. Through the arrangement, the separation effect of the oil-gas separator 11g on oil liquid and gas in oil drops with different particle diameters can be improved, so that the separation performance and applicability of the oil-gas separator 11g are improved.

The first separation mechanism 11ge is provided as a baffle structure 11gf, and when the oil-gas mixture enters the oil-gas separator 11g from the air inlet 11ga, oil droplets of the first particle diameter in the oil-gas separator 11g stay on the baffle structure 11gf and are collected on the baffle structure 11gf when colliding against the first separation mechanism 11 g. As an implementation manner, the baffle structure 11gf is provided with a plurality of bending paths, so that the oil-gas mixture can collide for a plurality of times, and oil drops with the first particle size in the oil-gas mixture are separated as much as possible and finally gathered on the baffle structure 11 gf. It is to be understood that the baffle structure 11gf is further provided with an oil return port 11gg provided at the lowermost end of the oil separator 11g so that oil droplets can be discharged under the effect of gravity.

The second separation mechanism 11gh includes a fine filter plate 11gk and a fine filter column plate 11gn. The fine filtration plate 11gk is provided with a plurality of through holes 11gm for increasing the flow rate of the oil-gas mixture flowing in from the first separation mechanism 11 ge. Specifically, after the oil-gas mixture is separated from the first separating mechanism 11ge, the oil-gas mixture continues to collide with the fine filter plate 11gk, and the through holes 11gm in the fine filter plate 11gk increase the flow rate of the oil-gas mixture. The fine filter column plate 11gn includes a tapered column 11gp and a baffle 11gq, and the tapered column 11gp is distributed on the baffle 11gq and toward the second separation mechanism 11gh. Wherein, the conical column 11gp is basically cone-shaped and is distributed on the baffle 11gq with large area, thereby greatly increasing the contact area between the oil-gas mixture and the conical column 11 gp. Thus, oil drops with the first particle size or less can be effectively separated. The oil droplets flow into the oil outlet 11gb after converging, and flow from the oil outlet 11gb back to the oil pan 1115.

In the present embodiment, the second separation mechanism 11gh is integrated as one separation module capable of separating oil droplets having the first particle diameter or smaller. The first separation mechanism 11ge is provided as another separation module that can separate oil droplets larger than the first particle diameter. It can be understood that the oil-gas separator 11g passes through the two-stage separation module to fully separate oil drops and gas in the oil-gas mixture, thereby effectively improving the separation efficiency. In addition, since the above-described separation structure is simple, the separation cost is also reduced, so that the engine 11 as a whole is more compact.

As shown in fig. 23 to 26, the cylinder head 1112 is also provided with an intake passage 1112f and an exhaust passage 1112g. In order to increase the intake tumble ratio, a tumble structure 1112fa is provided in the intake passage 1112f. As an implementation manner, the tumble structure 1112fa is configured as a concave portion in which the pipe wall of the air intake channel 1112f is concave toward the inner side of the air intake channel 1112f, and since the cross-sectional area of the circumference where the tumble structure 1112fa is located is larger than that of the air intake channel 1112f, a pressure difference is generated between the tumble structure 1112fa and the air intake channel 1112f, when the mixed gas flow in the air intake channel 1112f passes through the tumble structure 1112fa, the mixed gas flow diffuses toward the pipe wall of the tumble structure 1112fa, so that the flow direction of the mixed gas flow generates a complex change, and the tumble strength of the mixed gas flow is improved. The intake passage 1112f includes a first pipe wall 1112fb provided as a pipe wall on a side of the intake passage 1112f close to the ignition mechanism 115, and a second pipe wall 1112fc provided as a pipe wall on a side of the intake passage 1112f remote from the ignition mechanism 115. Wherein the tumble structure 1112fa is provided as a third pipe wall that is provided on the same side as the second pipe wall 1112 fc. The cylinder head 1112 has a first predetermined straight line perpendicular to the intake passage 1112f and the exhaust passage 1112g at the same time, and on a projection plane perpendicular to the first predetermined straight line, a projection of the second pipe wall 1112fc on the projection plane along the first predetermined straight line extends substantially along the first predetermined direction 101, and a junction of the tumble structure 1112fa and the second pipe wall 1112fc has a tangential plane extending substantially along the second predetermined direction 102 along a projection of the first predetermined straight line on the projection plane, wherein an angle between the first predetermined direction 101 and the second predetermined direction 102 is 40 ° or more and 60 ° or less. Further, an included angle between the first preset direction 101 and the second preset direction 102 is 43 ° or more and 57 ° or less. Further, the included angle between the first preset direction 101 and the second preset direction 102 is greater than or equal to 46 ° and less than or equal to 53 °. By such an arrangement, it is possible to efficiently guide the airflow to collide with the inner wall of the intake passage 1112f and generate tumble flow in the combustion chamber, so that the tumble ratio is 0.6 or more and 1 or less, thereby increasing the combustion efficiency of the gas and improving the efficiency of the engine 11.

A head water jacket 1112h is also provided on the cylinder head 1112. The head water jacket 1112h communicates with the block water jacket 1113y. As one implementation, the cylinder head 1112 is provided with valves that cooperate with the cylinder block 1113 to form a combustion chamber. In this embodiment, three sets of valves are provided, which are arranged substantially along a first line 103, and the connection of the valves to the cylinder block 1113 is substantially in the same predetermined plane. In a second straight line 104 direction perpendicular to the preset plane, the heat exchange medium in the block water jacket 1113y flows into the cylinder head water jacket 1112h in the second straight line 104 direction, and is discharged from a preset direction 105 perpendicular to both the first straight line 103 direction and the second straight line direction 104 after flowing through the exhaust passage of the cylinder head 1112. It can be appreciated that by the arrangement mode, the heat exchange medium flowing through the exhaust passage can be more uniform, and the heat dissipation effect is better.

The cylinder head 1112 is provided with a gas-supplementing passage 1112k, and the gas-supplementing passage 1112k communicates the exhaust passage 1112g with the external space. The cylinder head cover 1111 is provided with a communication passage 1111d, and the communication passage 1111d communicates with the air supply passage 1112k and the external space. Specifically, the air supplementing passage 1112k includes a connection portion 1112ka and a conveying portion 1112kb, the connection portion 1112ka is provided between the conveying portion 1112kb and the air exhausting passage 1112g, an axis of the connection portion 1112ka extends substantially in a first direction, an axis of the conveying portion 1112kb extends substantially in a second direction, the first direction and the second direction are provided substantially perpendicularly, an end face of a junction of the air exhausting passage 1112g and the connection portion 1112ka is spread along a predetermined plane, and an angle between the first direction and the fifth plane 105 is set to 90 ° or more and 180 ° or less. Through the above arrangement, when the exhaust gas in the combustion chamber is discharged out of the combustion chamber, the exhaust gas in the exhaust passage 1112g does not enter the air supplementing passage 1112k due to the effect of inertia, and the pressure difference is generated in the exhaust passage 1112g so that the air in the external space enters the exhaust passage 1112g through the air supplementing passage 1112k, and the exhaust gas and the air which are not completely combusted in the combustion chamber undergo chemical reaction in the exhaust passage 1112g so that the harmful gas therein is converted into harmless gas, thereby reducing the content of the harmful gas in the exhaust gas and improving the environmental protection of the engine 11. It will be appreciated that the higher the temperature of the exhaust gas in the exhaust channel 1112g, the more thorough the chemical reaction of the incompletely combusted exhaust gas with air will take place, as an alternative embodiment the exhaust channel 1112g comprises a first end adjacent the combustion chamber, the connection portion 1112ka being connected to the first end of the exhaust channel 1112g so that the exhaust gas can react chemically with air at higher temperatures. And a gas supplementing seal 1112kc is arranged between the gas supplementing channel 1112k and the communication channel 1111d, and the gas supplementing seal 1112kc is used for improving the tightness of the conveying part 1112kb and reducing the pressure loss of the gas supplementing channel 1112 k. The make-up seal 1112kc is integrally formed with the housing seal 1116 to reduce the number of components of the engine 11 and to facilitate the manufacture and assembly of the components of the engine 11. The cylinder head cover 1111 is provided with a first ignition through hole 1111e, the cylinder head 1112 is provided with a second ignition through hole 1112m, the ignition mechanism 115 is arranged in the combustion chamber in a penetrating way through the first ignition through hole 1111e and the second ignition through hole 1112m, an ignition sealing ring 1116a is arranged between the cylinder head cover 1111 and the cylinder head 1112, the ignition mechanism 115 is also arranged in the ignition sealing ring 1116a in a penetrating way at least partially, and the ignition sealing ring 1116a can enable the ignition mechanism 115 to be fastened in a mounting way and can improve the tightness of the engine 11. As an alternative embodiment, ignition seal 1116a and housing seal 1116 are integrally formed, i.e., supplemental seal 1112kc, ignition seal 1116a, and housing seal 1116 are integrally formed to reduce the number of components of engine 11 and to facilitate the manufacture and assembly of engine 11 components. By providing the air supply passage 1112k in the cylinder head 1112 and the cylinder head cover 1111, the engine 11 is made compact and parts of the engine 11 are reduced, and the integration of the engine 11 is 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. An all-terrain vehicle comprising:

a frame;

a body panel disposed at least partially on the frame;

an engine including a cylinder head;

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

the cylinder head is further provided with a timing assembly, a variable valve timing and a timing cavity cover, the cylinder head is provided with a timing cavity, the timing assembly and the variable valve timing are at least partially arranged in the timing cavity, and the timing cavity cover and the cylinder head are detachably connected and used for closing at least part of the timing cavity.

2. The ATV of claim 1, wherein the ATV comprises a frame,

the engine further includes a cylinder head cover, the cylinder head cover, and the timing chamber cover surrounding the timing chamber.

3. The ATV of claim 2, wherein the ATV comprises a frame,

the engine includes a housing, the housing further including a housing seal ring at least partially disposed between the cylinder head cover and the cylinder head.

4. The ATV of claim 3, wherein the ATV comprises a plurality of wheels,

the housing seal ring is also at least partially disposed between the timing chamber cover and the cylinder head cover.

5. The ATV of claim 3, wherein the ATV comprises a plurality of wheels,

the housing includes a cylinder block, a surface of the cylinder head cover remote from the cylinder head extends substantially along a first plane, a surface of the cylinder head adjacent to the cylinder block extends substantially along a second plane, and the timing chamber cover is disposed substantially between the first plane and the second plane.

6. The ATV of claim 1, wherein the ATV comprises a frame,

the timing chamber cover further includes a timing through hole through which the variable valve timing is at least partially disposed.

7. The ATV of claim 3, wherein the ATV comprises a plurality of wheels,

the engine comprises an oil conveying mechanism and an oil pumping mechanism, and a first oil duct communicated with the oil conveying mechanism is arranged in the shell; the oil pumping mechanism is communicated with the oil conveying mechanism.

8. The ATV of claim 7, wherein the ATV comprises a frame,

the first oil duct comprises a first oil duct and a second oil duct, the extending directions of the first oil duct and the second oil duct are intersected or vertical, a throttle bolt is further arranged on the shell, and the first oil duct and the second oil duct are communicated through the throttle bolt; the throttle bolt comprises a protruding portion, a connecting portion and a throttle portion, wherein the protruding portion is arranged at one end far away from the throttle portion, and the connecting portion is distributed around the throttle bolt.

9. The ATV of claim 8, wherein the ATV comprises a frame,

the protruding portion, the throttling portion and the connecting portion are integrally formed.

10. The ATV of claim 9, wherein the ATV comprises a plurality of wheels,

the throttle portion includes a first passage, a second passage, and a third passage, the first passage being communicated to the third passage through the second passage.