CN220452006U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises: a frame; the walking assembly is connected to the frame; an engine including a crankcase, a crankshaft disposed in the crankcase, and a balance shaft; the crank shaft is also internally provided with a crank shaft bearing used for connecting a crank shaft and a balance shaft bearing used for connecting a balance shaft; a lubrication mechanism including a lubricant disposed at least partially in the crankcase; the crankcase is also provided with a main oil way communicated with the lubricating mechanism, and a first oil way and a second oil way communicated with the main oil way; the first oil way is used for lubricating the crankshaft bearing, the second oil way is used for lubricating the balance shaft bearing, and the second oil way is communicated with the main oil way through the first oil way. The all-terrain vehicle simplifies the lubricating structure and increases the lubricating effect by arranging the common oil way.

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 order to meet the power requirement of the all-terrain vehicle, the engine in the prior art is realized by arranging a large displacement or a large volume, which puts high demands on a lubrication assembly of the engine. This places high demands on the arrangement of the lubrication system, since there are many parts in the engine that need to be lubricated and are relatively diffuse. How to provide an all-terrain vehicle which can meet the lubricating requirement of an engine and has high integration level of a lubricating system is still needed to be solved at present for those skilled in the art.

Disclosure of Invention

In order to solve the defects of the prior art, the utility model aims to provide the all-terrain vehicle with good engine lubrication effect and high lubrication mechanism integration level.

To achieve the above technical object, the present application provides an all-terrain vehicle, including: a frame; the walking assembly is connected to the frame; an engine including a crankcase, a crankshaft disposed in the crankcase, and a balance shaft; the crank shaft is also internally provided with a crank shaft bearing used for connecting a crank shaft and a balance shaft bearing used for connecting a balance shaft; a lubrication mechanism including a lubricant disposed at least partially in the crankcase; the crankcase is also provided with a main oil way communicated with the lubricating mechanism, and a first oil way and a second oil way communicated with the main oil way; the first oil way is used for lubricating the crankshaft bearing, the second oil way is used for lubricating the balance shaft bearing, and the second oil way is communicated with the main oil way through the first oil way.

Further, a balance shaft oil way is arranged in the balance shaft, and the balance shaft oil way is communicated with the second oil way.

Further, a balance shaft bearing seat is arranged in the crankcase, and the balance shaft bearing is arranged in the balance shaft bearing seat.

Further, the engine comprises an oil pan, and an oil storage tank is formed after the crankcase is connected with the oil pan.

Further, one end of the lubrication mechanism is disposed in the oil reservoir, and the other end of the lubrication mechanism is disposed in the crankcase.

Further, the lubrication mechanism further comprises an oil pump and an oil pipe, and the oil pump is communicated to the oil storage tank through the oil pipe.

Further, the engine comprises a side cover fixedly connected with the crankcase, a side cover oil way is arranged in the side cover, and an oil pan oil way communicated with the side cover oil way is arranged in the oil pan.

Further, the lubrication mechanism comprises a filter assembly arranged on the side cover, and the oil pump is communicated to the filter assembly through an oil pan oil way and a side cover oil way.

Further, the lubrication mechanism comprises a cooling component, the cooling component is arranged on the side cover, and the filtering component is communicated with the cooling component through a side cover oil way.

Further, the cooling assembly is communicated to the main oil passage through the side cover oil passage.

The utility model has the advantages that the lubricating effect of the engine of the all-terrain vehicle is ensured and the integration level of the lubricating mechanism is increased by communicating all oil ways in the lubricating mechanism and enabling part of the structures to share part of the oil ways.

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 an exploded view of one of the engine views of the present application;

FIG. 5 is a schematic perspective view of an internal lubrication structure of the engine of the present application;

FIG. 6 is a schematic diagram of a lubrication structure of a crankshaft of the engine of the present application;

FIG. 7 is a perspective view of a crankshaft and magneto configuration of the engine of the present application;

FIG. 8 is a schematic perspective view of a cooling structure of the engine of the present application;

FIG. 9 is a perspective schematic view of another view of the cooling structure of the engine of the present application;

fig. 10 is a cross-sectional view of a connection structure of a supercharging assembly of the engine of the present application.

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 7, the engine 11 further includes a lubrication mechanism 127 provided in the engine 11, the lubrication mechanism 127 circulating the lubrication liquid in the engine 11 to reduce wear of the engine 11. The crankcase 1114 and the oil pan 1115 are connected to form an oil reservoir 1115a, one end of the lubrication mechanism 127 is disposed in the oil reservoir 1115a, the other end of the lubrication mechanism 127 is disposed in a component of the engine 11 such as the housing 111 and the crank link mechanism 114124, the oil reservoir 1115a is used for collecting and storing the lubrication fluid of the engine 11, and the lubrication mechanism 127 can transfer or spray the lubrication fluid to the component of the engine 11, so that the lubrication fluid plays a role in lubricating and cooling the component of the engine 11. The lubrication mechanism 127 includes an oil pumping mechanism 116, an oil filter 11c, and an oil cooler 11b, the housing 111 includes a side cover 1113q, the side cover 1113q is fixedly connected to the crankcase 1114, and the oil filter 11c and the oil cooler 11b are provided on the side cover 1113 q. The lubrication mechanism 127 further includes an oil pipe 1171, the oil pumping mechanism 116 communicates with the oil reservoir 1115a through the oil pipe 1171, an oil pan 1115 oil passage 1219b is provided in the oil pan 1115, a side cover oil passage 1113qm is provided in the side cover 1113q, the oil pan 1115 oil passage 1219b communicates with the side cover oil passage 1113qm, the oil pumping mechanism 116 communicates with the oil filter 11c through the oil pan 1115 oil passage 1219b and the side cover oil passage 1113qm, and the oil filter 11c communicates with the oil cooler 11b1273 through the side cover oil passage 1113 qm. By arranging the side cover oil way 1113qm, the structural space of the side cover 1113q can be fully utilized, the arrangement of pipelines is avoided, the cost is saved, and the space utilization rate of the side cover 1113q is improved. The crank mechanism 114 includes a balance shaft 1114f, and the balance shaft 1114f serves to balance and dampen vibrations of the crankshaft 1141, thereby improving the stability of the engine 11. A main oil passage 1114k is provided in the crankcase 1114, and the main oil passage 1114k communicates with the side cover oil passage 1113 qm. The crank case 1114 is provided therein with a balance shaft bearing block 1114m and a crank bearing block 1114n, both ends of the balance shaft 1114f are rotatably connected to the crank case 1114 through a balance shaft bearing provided in the balance shaft bearing block 1114m, and the crank shaft 1141 is rotatably connected to the crank case 1114 through a crank bearing 1114p provided in the crank bearing block 1114 n. The crankcase 1114 is provided therein with a first oil passage 1114q through which a main oil passage 1114k communicates to a crank bearing housing 1114n, and a lubricating fluid in the main oil passage 1114k may flow to the crank bearing housing 1114n through the first oil passage 1114q to lubricate a crank bearing 1114p. The crank case 1114 is further provided therein with a second oil passage 1114r through which a crank bearing housing 1114n is communicated to the balance shaft bearing housing 1114m, and a lubricating fluid in the crank bearing housing 1114n can flow to the balance shaft bearing housings 1114m at both ends of the balance shaft 1114f through the second oil passage 1114r, thereby lubricating the balance shaft bearings. Balance shaft 1114f is internally provided with a balance shaft oil path 1114fe, balance shaft oil path 1114fe communicates with balance shaft bearing blocks 1114m at both ends of balance shaft 1114f, so that a lubricating liquid in balance shaft bearing blocks 1114m can flow to balance shaft 1114f, thereby lubricating balance shaft 1114f. The arrangement mode can improve the lubricating liquid quantity of the balance shaft 1114f, and the lubricating liquid flows into the balance shaft oil paths 1242a from the two ends of the balance shaft 1114f to balance the lubricating liquid quantity flowing into the balance shaft 1114f, so that the lubricating and heat dissipation working conditions of the balance shaft 1114f are improved.

As one implementation, the magneto 118 is disposed between the crankshaft 1141 and the side cover 1113q, the magneto 118 includes a stator assembly 1182 and a rotor 1183, in this application, the stator assembly 1182 and the side cover 1113q are fixedly connected, the rotor 1183 forms a rotor cavity 1183a around itself, and the stator assembly 1182 is disposed in the rotor cavity 1183a. A key slot 1183b is provided between the rotor 1183 and the crankshaft 1141, and the rotor 1183 and the crankshaft 1141 are keyed by the key slot 1183b, and a side cover 1113q is provided around the rotor 1183 and the stator assembly 1182. When the engine 11 is operated, the crankshaft 1141 drives the rotor 1183 to rotate relative to the stator assembly 1182 to cut the magnetic induction lines for generating electricity. It will be appreciated that when crankshaft 1141 drives rotor 1183 to rotate at high speed, a significant amount of heat is generated by rotor 1183 cutting lines of magnetic induction relative to stator assembly 1182. In this embodiment, the magneto 118 itself is powered up by a large amount of power to be output. Specifically, the rated power of the magneto 118 is set to 0.9kW or more and 1.5kW or less. Based on such a setting of the high-power magneto 118, the magneto 118 itself also needs to be provided with a cooling system to maintain the temperature at which the magneto 118 generates electricity within a preset range. Specifically, in order to satisfy the normal operation of the magneto 118, the temperature thereof needs to be maintained in a range of 220 ℃ or less. As one implementation, the present application also provides a cooling oil circuit for cooling the magneto 118. Specifically, the crankshaft 1141 is rotatably connected to the crankcase 1114 through a bearing provided in the crankshaft bearing housing 1114n, and a crankshaft oil passage 1141a is provided in the crankshaft 1141, and the crankshaft oil passage 1141a communicates with the main oil passage 1114k through the crankshaft bearing housing 1114 n. Rotor 1183 has a rotor oil path 1184 disposed therein, rotor oil path 1184 communicating with crankshaft oil path 1141 a. The crank oil passage 1141a is provided as a passage inside the crank shaft 1141. Crank oil passage 1141a includes a first passage 1141b that communicates with main oil passage 1114k and a second passage 1141c that communicates with rotor oil passage 1184. A through hole 1141ba penetrating the crankshaft 1141 is further provided in the second passage 1141c, and the through hole 1141ba communicates with the rotor oil passage 1184. Further, rotor 1183 is at least partially penetrated by rotor oil path 1184, and crank oil path 1141a is connected to rotor cavity 1183a via rotor oil path 1184. When the rotor 1183 rotates, the lubricating liquid passes through the rotor 1183 and can be splashed to the stator assembly 1182, and the arrangement mode can prevent the stator assembly 1182 from being ablated and damaged due to overhigh temperature, so that the safety, the reliability and the service life of the magneto 118 are improved.

It will be appreciated that different power magneto 118 may emit different amounts of heat during operation. In the present embodiment, in order to satisfy the cooling requirement of the magneto 118 of a large power, the diameter of the through hole 1141ba of the crankshaft 1141 is set to 1mm or more and 1.4mm or less. The through holes 1141ba are provided in two and distributed around the circumferential direction of the crankshaft 1141. By such arrangement, a preferable lubrication effect can be achieved, so that the magneto 118 can be lubricated well, and the temperature thereof is maintained in a range of 220 ℃ or less. In addition, excessive outflow of lubricating fluid in the main oil passage 1114k can be avoided, and the lubricating effect of other parts is affected. As one implementation, the ratio of the diameter of the through bore 1141ba of the crankshaft 1141 to the rated power of the magneto 118 is greater than or equal to 0.65mm/kW and less than or equal to 1.56mm/kW. Further, the ratio of the diameter of the through hole 1141ba of the crankshaft 1141 to the rated power of the magneto 118 is 0.85mm/kW or more and 1.45mm/kW or less. It will be appreciated that the ratio of the diameter of the through bore 1141ba of the crankshaft 1141 to the rated power of the magneto 118 is greater than or equal to 0.95mm/kW and less than or equal to 1.15mm/kW. Through the arrangement, on the premise of ensuring the power generation requirement of the high-power magneto 118 of the all-terrain vehicle 200, the cooling requirement of the magneto 118 is met, and the damage of the magneto due to high heat in the working process is avoided. Further, by the above arrangement, it is possible to reduce the need for using other cooling mechanisms to cool the magneto 118, thereby making the engine 11 compact as a whole, and satisfying the requirements of compact body and small installation space of the ATV 200.

As an alternative embodiment, rotor oil circuit 1184 includes a first rotor oil circuit 1184a and a second rotor oil circuit 1184b, with first rotor oil circuit 1184a, second rotor oil circuit 1184b, and key slot 1183b disposed about crankshaft 1141. Specifically, on a first plane 101 perpendicular to the rotational axis of crankshaft 1141, the projection of the axis of first rotor oil path 1184a onto first plane 101 is a first projection, the projection of the axis of second rotor oil path 1184b onto first plane 101 is a second projection, the first projection extends substantially in the first direction, the second projection extends substantially in the second direction, the intersection of the plane of symmetry of keyway 1183b and first plane 101 extends substantially in the third direction, and the angle between the first direction, the second direction, and the third direction is set to 120 °. This arrangement makes the local loads borne by the crankshaft 1141 and the rotor 1183 uniform, and ensures the structural strength of the crankshaft 1141 and the rotor 1183. The radius of the first rotor oil path 1184a is set to be more than or equal to 2mm and less than or equal to 4mm, and the radius of the second rotor oil path 1184b is set to be more than or equal to 2mm and less than or equal to 4mm, so that the arrangement mode can meet the requirements of heat dissipation and lubrication of the magneto 118, and the structural strength of the crankshaft 1141 and the rotor 1183 is also ensured. As an alternative embodiment, a radius of first rotor oil path 1184a is set to be greater than or equal to 2.5mm and less than or equal to 3.5mm, and a radius of second rotor oil path 1184b is set to be greater than or equal to 2.5mm and less than or equal to 3.5mm. Specifically, the radius of first rotor oil path 1184a may be set to 2mm, 3mm, 4mm, or the like, and the radius of second rotor oil path 1184b may be set to 2mm, 3mm, 4mm, or the like.

As shown in fig. 8 to 9, the engine 11 further includes a cooling system 11a, a heat exchange medium is provided in the cooling system 11a, and the cooling system 11a128 circulates the heat exchange medium in the engine 11 to remove heat generated when the engine 11 operates. The cooling system 11a comprises a water pump assembly 11aa, a cooling pipeline 11ab, a heat dissipation pipeline 11ac and a radiator 11ad, wherein the cooling pipeline 11ab is communicated with the water pump assembly 11aa and parts of the engine 11, the water pump assembly 11aa drives a heat exchange medium to circularly flow in the parts of the engine 11 so as to take away heat generated when the engine 11 works, the heat exchange medium is brought to the heat dissipation pipeline 11ac through the cooling pipeline 11ab, and the heat dissipation pipeline 11ac is communicated with the radiator 11ad, so that the heat absorbed by the heat exchange medium is transferred to an external space through the radiator 11 ad. It will be appreciated that when the engine 11 is in different operating conditions, the heat emitted by the heat generating units in the engine 11 is different and the need for cooling is not uniform. Specifically, the cooling system 11a includes a large circulation circuit and a small circulation circuit. The large circulation loop is a loop formed by driving a heat exchange medium by the water pump assembly 11aa to flow through the cooling pipeline 11ab, a heating unit of the engine 11 and the heat dissipation pipeline 11ac, then enter the radiator 11ad for heat dissipation, flow out of the radiator 11ad, and continue to flow through the heat dissipation pipeline 11ac and the water pump assembly 11aa. Since the radiator 11ad is required to assist in heat dissipation, the circuit is suitable for use when the engine 11 generates a large amount of heat. The small circulation loop is a loop formed by driving the heat exchange medium by the water pump assembly 11aa to flow through the cooling pipeline 11ab and the heating unit of the engine 11, and then flow back to the cooling pipeline 11ab and enter the water pump assembly 11aa. As one implementation, the cooling system 11a further includes a thermostat 11ae and a temperature sensor 11af. The temperature sensor 11af is electrically connected to the thermostat 11ae and is used to monitor the temperature of the heat exchange medium to provide an electrical signal to the thermostat 11 ae. A thermostat 11ae is provided at the junction of the heat dissipation pipe 11ac and the cooling pipe 11ab to control the cooling circulation path of the cooling system 11 a. Specifically, when the temperature of the heat exchange medium is less than the preset temperature, the thermostat 11ae is closed, and at this time, the cooling system 11a turns on only the small circulation loop. When the temperature of the heat exchange medium is equal to or higher than the preset temperature, the thermostat 11ae is opened, and at this time, the large circulation circuit and the small circulation circuit of the cooling system 11a are communicated to achieve sufficient cooling of the engine 11. As an implementation, the preset temperature is set to 82 ℃, below which the engine 11 can keep a better operation, and above which the current cooling mode cannot meet the normal operation of the engine 11, and a stronger cooling mode needs to be turned on. In some alternative embodiments, the preset temperature may also be set to other temperature values, which are not described herein.

It will be appreciated that the engine 11 includes a plurality of heat generating units, each of which is required to be sufficiently cooled during operation to achieve continued operation of the engine 11. The cooling system 11a includes a first cooling path for cooling the cylinder block 1113. Specifically, the cooling system 11a is provided with a block water jacket 1113y in the block 1113, the block water jacket 1113y is provided around the combustion chamber, a head water jacket 1112h is provided in the head 1112, and the head water jacket 1112h is provided around the intake assembly 1122 and the combustion chamber and communicates with the block water jacket 1113 y. One end of the cylinder body water jacket 1113y is communicated with the water pump assembly 11aa, one end of the cylinder cover water jacket 1112h is communicated with the thermostat 11ae, and the thermostat 11ae is communicated to the water pump assembly 11aa through a heat dissipation pipeline 11ac. It is understood that the first cooling path is provided as a circuit that communicates the water pump assembly 11aa, the cylinder block water jacket 1113y, the head water jacket 1112h, the thermostat 11ae, and the water pump assembly 11aa.

In the present application, the valve train 112 includes a supercharging assembly 1121, and the supercharging assembly 1121 is used to increase the intake air amount of the engine 11. The cooling system 11a includes a second cooling path for cooling the supercharging assembly 1121. Specifically, the plenum assembly 1121 includes an inlet end 1121e and an outlet end 1121f. Wherein, the air inlet end 1121e is communicated to the cylinder water jacket 1113y through the cooling pipe 11ab, and the air outlet end 1121f is communicated to the heat dissipation pipe 11ac through the cooling pipe 11ab. Specifically, the water pump assembly 11aa includes a first state in which the heat exchange medium can be driven to flow in the heat dissipation pipe 11ac and the cooling pipe 11ab, and a second state in which the heat exchange medium is stopped from being driven to flow. When the water pump assembly 11aa is in the first state, the water pump assembly 11aa drives the heat exchange medium to flow in the cylinder water jacket 1113y, the cylinder head water jacket 1112h, and the supercharging component 1121, and at this time, the cooling pipe 11ab has a first pressure value therein, and the heat dissipation pipe 11ac has a second pressure value therein, where the first pressure value is substantially the same as the second pressure value. When the water pump assembly 11aa is in the second state, the water pump assembly 11aa stops driving the flow of the heat exchange medium. At this time, since the pressurizing assembly 1121 also has residual heat, it can continue to heat the heat exchange medium in the heat dissipation pipeline 11ac, and the pressure in the heat dissipation pipeline 11ac is increased after the heat exchange medium is vaporized, and meanwhile, a pressure difference is formed at the air outlet end 1121f to generate a "siphon effect". That is, when the water pump assembly 11aa is in the second state, the heat dissipation pipe 11ac has a third pressure value, and the cooling pipe 11ab has a fourth pressure value, and the third pressure value is greater than the fourth pressure value. Therefore, after the pressurizing assembly 1121 stops working, the heat exchange medium still keeps circulating flowing under the driving of the pressure difference and absorbs the heat of the pressurizing assembly 1121, so that the damage of the waste heat of the heating unit to the engine 11 is avoided. It should be explained here that the power of the water pump assembly 11aa of the cooling system 11a is derived from the engine 11 itself, and the water pump assembly 11aa loses the power source immediately after the engine 11 is stopped. Since a large amount of heat is generated by each component of the engine 11 during operation and is basically discharged through the cooling system 11a, a part of heat exists in each component of the engine 11 after the engine 11 is stopped; in addition, since the supercharging assembly 1121 is further provided in the present application, the supercharging assembly 1121 operates on the principle that the exhaust gas with a higher temperature is used as the driving force, so that the temperature of the supercharging assembly 1121 itself is higher. The supercharging assembly 1121 is maintained in a relatively high temperature range even after the engine 11 is stopped, so that continuous cooling of the supercharging assembly 1121 after the stop is required. The heat exchange medium is driven to flow by utilizing the waste heat of the supercharging component 1121, so that the other driving parts 1211 independent of the engine 11 are avoided to continuously drive the cooling system 11a to run after the engine 11 is stopped, on one hand, the continuous cooling after the engine 11 is stopped is ensured, and on the other hand, the heat radiation cost is reduced, so that the overall structure of the engine 11 is more simplified on the premise of meeting the heat radiation requirement.

In the present application, the lubrication mechanism further includes an oil cooler 11b, and the cooling system 11a includes a third cooling path for cooling the oil cooler 11b. One end of the oil cooler 11b is communicated with one end of the water pump assembly 11aa, the other end of the oil cooler 11b is communicated with one end of the heat dissipation pipeline 11ac, which is close to the water pump assembly 11aa, namely, the third cooling path is communicated with the water pump assembly 11aa, the cooling pipeline 11ab and the oil cooler 11b. The heat exchange medium circulates in the water pump assembly 11aa and the oil cooler 11b1273 and absorbs heat of the lubricating fluid to improve lubrication and cooling performance of the lubricating fluid.

As shown in fig. 10, as an alternative embodiment, the supercharging assembly 1121 includes a connection structure 1121k from which at least one of the inlet end 1121e and the outlet end 1121f is connected to the cooling duct 11ab through the connection structure 1121 k. The connection structure 1121k includes a connector 1121m and a connector 1121q, a first passage 1121n is provided in the connector 1121m, and the first passage 1121n communicates at least partially with the cooling pipe 11ab. The connector 1121m is provided with a connection through hole 1121p, the connection member 1121q is inserted into the connection through hole 1121p, and a gasket 1121r is provided between the connection through hole 1121p and the connection member 1121q to prevent leakage of the heat exchange medium. The connecting member 1121q is provided with a second passage 1121x, and the second passage 1121x communicates with the air inlet port 1121e or the air outlet port 1121f. The connection member 1121q is provided with a connection through-hole 1121p, and the first passage 1121n and the second passage 1121x communicate through the connection through-hole 1121 p. By controlling the size of the radius of the connection through-hole 1121p, the flow rate of the heat exchange medium between the first passage 1121n and the second passage 1121x can be controlled, thereby further improving the cooling efficiency and cooling performance of the cooling system 11a 128. Among them, the spacer 1121r may be provided as a copper spacer 1121r to improve the reliability of the spacer 1121 r.

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 walking assembly connected to the frame;

an engine including a crankcase, a crankshaft disposed in the crankcase, and a balance shaft; the crank shaft is also internally provided with a crank shaft bearing used for connecting the crank shaft and a balance shaft bearing used for connecting the balance shaft;

a lubrication mechanism including a lubricant disposed at least partially in the crankcase;

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

the crankcase is also provided with a main oil way communicated with the lubricating mechanism, and a first oil way and a second oil way communicated with the main oil way; the first oil way is used for lubricating the crankshaft bearing, the second oil way is used for lubricating the balance shaft bearing, and the second oil way is communicated with the main oil way through the first oil way.

2. The all-terrain vehicle of claim 1, characterized in that a balance shaft oil passage is provided inside the balance shaft, the balance shaft oil passage communicating with the second oil passage.

3. The all-terrain vehicle of claim 1, characterized in that a balance shaft bearing mount is provided in the crankcase, the balance shaft bearing being disposed in the balance shaft bearing mount.

4. The all-terrain vehicle of claim 1, characterized in that the engine comprises an oil pan, the crankcase and the oil pan being connected to form an oil reservoir.

5. The all-terrain vehicle of claim 4, characterized in that one end of the lubrication mechanism is disposed in the oil reservoir and the other end of the lubrication mechanism is disposed in the crankcase.

6. The all-terrain vehicle of claim 5, characterized in that the lubrication mechanism further comprises an oil pump and an oil pipe, the oil pump being communicated to an oil reservoir through the oil pipe.

7. The all-terrain vehicle of claim 6, characterized in that the engine comprises a side cover fixedly connected with the crankcase, a side cover oil passage is provided in the side cover, and an oil pan oil passage communicating with the side cover oil passage is provided in the oil pan.

8. The all-terrain vehicle of claim 7, characterized in that the lubrication mechanism comprises a filter assembly disposed on the side cover, the oil pump being in communication with the filter assembly through the oil pan oil passage and the side cover oil passage.

9. The all-terrain vehicle of claim 8, characterized in that the lubrication mechanism comprises a cooling assembly disposed on the side cover, the filter assembly communicating with the cooling assembly through the side cover oil passage.

10. The all-terrain vehicle of claim 9, characterized in that the cooling assembly is in communication with the main oil passage through the side cover oil passage.