CN220487745U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises a frame, a vehicle body panel, an engine and a traveling assembly, wherein the frame is provided with a first frame and a second frame; the body panel is at least partially disposed on the frame; the engine includes an intake manifold; the walking assembly is in transmission connection with the engine; the air inlet manifold is arranged to be a plastic part, a reinforcing structure is arranged on the outer side surface of the air inlet manifold, the reinforcing structure comprises a first reinforcing structure extending along a first direction and a second reinforcing structure extending along a second direction, the shortest distance between two adjacent first reinforcing structures is greater than or equal to 15mm and less than or equal to 30mm, and the shortest distance between two adjacent second reinforcing structures is greater than or equal to 18mm and less than or equal to 22mm. Through the arrangement, the weight of the engine is reduced, so that the engine is easier to install and is beneficial to realizing the light weight of the vehicle.

Description

All-terrain vehicle

Technical Field

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

Background

An all-terrain vehicle refers to a vehicle that can travel on any terrain driven by a fuel engine. The engine of the all-terrain vehicle is used as a core component of the whole vehicle, and the manufacturing cost is high. The intake manifold of the engine is generally made of an aluminum alloy material, and the aluminum alloy material has high cost and can meet the strength requirement of the engine, but the excessive cost is finally reflected on the price of the vehicle.

It is difficult to find a manufacturing material in the existing technology, which can reduce the manufacturing cost and ensure the strength requirement of the engine.

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 cost of an engine and can also ensure the structural strength of the engine.

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

an all-terrain vehicle comprises a frame, a vehicle body panel, an engine and a traveling assembly; the body panel is at least partially disposed on the frame; the engine includes an intake manifold; the walking assembly is in transmission connection with the engine; the air inlet manifold is arranged to be a plastic part, a reinforcing structure is arranged on the outer side surface of the air inlet manifold, the reinforcing structure comprises a first reinforcing structure extending along a first direction and a second reinforcing structure extending along a second direction, the shortest distance between two adjacent first reinforcing structures is greater than or equal to 15mm and less than or equal to 30mm, and the shortest distance between two adjacent second reinforcing structures is greater than or equal to 18mm and less than or equal to 22mm.

Further, the shortest distance between two adjacent first reinforcing structures is set to 18mm or more and 27mm or less.

Further, the shortest distance between two adjacent first reinforcing structures is set to 21mm or more and 24mm or less.

Further, the shortest distance between two adjacent second reinforcing structures is set to 18mm or more and 21mm or less.

Further, the shortest distance between two adjacent second reinforcing structures is set to be 19mm or more and 20mm or less.

Further, the first reinforcing structure is provided with a height in a direction away from the intake manifold surface of 3mm or more and 7mm or less.

Further, the height of the second reinforcing structure in the direction away from the intake manifold surface is set to 3mm or more and 7mm or less.

Further, the first direction and the second direction are disposed substantially perpendicular.

Further, the thickness of the first reinforcing structure in the second direction is set to 2mm or more and 3.5mm or less.

Further, the thickness of the second reinforcing structure in the second direction is set to 2mm or more and 3.5mm or less.

The all-terrain vehicle provided by the utility model can lighten the weight of the engine, so that the engine is easier to install and is beneficial to realizing the light weight of the vehicle; meanwhile, the arrangement mode uses the plastic which is more easily obtained as the manufacturing material of the air inlet manifold, so that the manufacturing cost of the engine 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 schematic perspective view of an air intake assembly of the engine of the present application;

FIG. 5 is a cross-sectional view of a portion of the structure of an air intake assembly of the engine of the present application;

FIG. 6 is a perspective view of a filter assembly of an air intake assembly of the engine of the present application;

FIG. 7 is an exploded view of a filter assembly of an air intake assembly of the engine of the present application;

FIG. 8 is a schematic perspective view of an intake manifold of the engine of the present application;

FIG. 9 is a cross-sectional view of an intake manifold of the engine of the present application;

FIG. 10 is a side view of an intake manifold of the engine of the present application;

FIG. 11 is a cross-sectional view of the intake manifold of FIG. 10 of the engine of the present application;

FIG. 12 is a top view of an intake manifold 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. 4-5, the air intake assembly 1122 includes a bleed air duct 1122a and a wavelength duct 1122b, the wavelength duct 1122b being disposed within the bleed air duct 1122a, the bleed air duct 1122a communicating with the ambient space and the filter assembly 1124, the wavelength duct 1122b being configured to reduce noise in the bleed air duct 1122a, thereby improving noise interference and comfort of the ATV 200. The other end of the filter assembly 1124 is also connected to a conduit of the air inlet assembly 1122 remote from the bleed air duct 1122a and continues to deliver air to the conduit of the air inlet assembly 1122 after filtering out dirt, moisture and other impurities from the air.

Specifically, the wavelength tube 1122b and the bleed air tube 1122a are provided as an integral molding in a manner that facilitates the production and manufacture of the bleed air tube 1122a and the wavelength tube 1122 b. Wavelength tube 1122b includes a first portion 1122ba and a second portion 1122bb. The first portion 1122ba and the second portion 1122bb are provided as an integrally formed structure, and the extending direction of the first portion 1122ba and the extending direction of the second portion 1122bb are substantially perpendicular to each other to reduce the space occupied in the up-down direction of the wavelength tube 1122 b. As an alternative embodiment, an arcuate transition structure 1122bc may be provided between the first portion 1122ba and the second portion 1122bb to facilitate the refraction of the acoustic wave in the wavelength tube 1122 b. One end of the wavelength tube 1122b communicates with the bleed air tube 1122a, and the bleed air tube 1122a communicates one end of the wavelength tube 1122b with the outside space. The other end of the wavelength tube 1122b is integrally formed with the bleed air tube 1122a, i.e., the other end of the wavelength tube 1122b is closed. After entering the wavelength tube 1122b from the bleed air tube 1122a, the sound wave reflected by the end closed by the wavelength tube 1122b and the sound wave having the same frequency and opposite phase to the sound wave in the wavelength tube 1122b cancel each other out, thereby achieving the purpose of noise reduction.

The bleed duct 1122a is provided with a reinforcing structure 1122aa, and the reinforcing structure 1122aa can improve the strength of the bleed duct 1122 a. An air inlet 1122ab and a filter valve 1122ac are also provided in the bleed air pipe 1122a, the air inlet 1122ab is provided at the upper end of the bleed air pipe 1122a in the up-down direction of the engine 11, the filter valve 1122ac is provided at the lower end of the intake duct, a reinforcing structure 1122aa is provided between the air inlet 1122ab and the filter valve 1122ac, and the reinforcing structure 1122aa extends substantially in the direction from the air inlet 1122ab to the filter valve 1122 ac. After air enters the bleed air duct 1122a from the air inlet 1122ab, the reinforcement structure 1122aa may direct the air to the filter valve 1122ac, and dust, moisture, and other impurities in the air may exit the bleed air duct 1122a through the filter valve 1122ac, thereby reducing the workload of the filter assembly 1124 of the oil filter 11 c. As an alternative embodiment, the filter valve 1122ac is disposed at the underside of the end of the wavelength tube 1122b that is closed away from the wavelength tube 1122b in such a way that the reinforcing structure 1122aa guides the transmission of air while also guiding the conduction of sound waves, thereby facilitating the introduction of sound waves into the wavelength tube 1122b and improving the noise reduction performance of the wavelength tube 1122 b. The bleed air duct 1122a is further provided with a guide structure 1122ad, the guide structure 1122ad is provided on the lower side of the end where the wavelength tube 1122b is closed, the guide structure 1122ad extends substantially in the direction from the filter valve 1122ac to the reinforcement structure 1122aa, the guide structure 1122ad is inclined to the side away from the filter valve 1122ac, and the wavelength tube 1122b and the filter valve 1122ac are provided on the same side of the guide structure 1122 ad. The reinforcement structure 1122aa, the filter valve 1122ac and the guide structure 1122ad divide the bleed air duct 1122a into an inlet space 1122ae, a filter space 1122af and an outlet space 1122ag, and a guide passage 1122ah is formed between the inlet 1122ab and the filter valve 1122ac by the reinforcement structure 1122 aa. The input space 1122ae is communicated with the outside, air and sound waves in the input space 1122ae are guided into the filtering space 1122af and the wavelength tube 1122b through the guide channel 1122ah, the air flows to the output space 1122ag after impurities are filtered by the filter valve 1122ac, and the sound waves enter the wavelength tube 1122b to be silenced and noise reduced. A gap 1122ak is provided between the reinforcing structure 1122aa and the guide structure 1122ad, and the gap 1122ak communicates between the filter space 1122af and the output space 1122ag, and the output space 1122ag communicates with the oil filter 11c filter assembly 1124. With the above arrangement, impurities and sound waves in the air are more likely to enter the filter valve 1122ac and the wavelength tube 1122b, and the filter performance of the filter valve 1122ac and the noise reduction performance of the wavelength tube 1122b are improved.

As shown in fig. 6-7, filter assembly 1124 includes a first housing 1124a, a second housing 1124b, and a filter cartridge 1124c. The first housing 1124a and the second housing 1124b are detachably connected, a first accommodating space 1124d is formed between the first housing 1124a and the second housing 1124b, the filter element 1124c is disposed in the first accommodating space 1124d, and the filter element 1124c is used for filtering out impurities such as dust in the air. The first housing 1124a and the second housing 1124b are provided with a connector 1124e, and the connector 1124e is at least partially disposed in a blind area of the line of sight, i.e., a position where the line of sight cannot be directly seen when assembled. The first housing 1226 is provided with a first positioning member 1124ab, the second housing is provided with a second positioning member 1124bc, the first housing 1124a includes a first position and a second position, and when the first positioning member 1124ab and the second positioning member 1124bc are in the mated position, the first housing 1124a and the second housing 1124b are detachably connected by a connecting member 1124 e. Specifically, be provided with first buckle 1124ac on the first shell 1124a, be provided with second buckle 1124bd on the second shell 1124b, first buckle 1124ac and second buckle 1124bd joint, this setting up mode is convenient for the connection and the dismantlement of first shell 1124a and second shell 1124b, has improved filter component 1124 equipment and maintenance's convenience. The first and second positioning pieces 1124ab and 1124bc are provided on edges of the first and second housings 1124a and 1124b, respectively. When the first positioning piece 1124ab and the second positioning piece 1124bc can be abutted or clamped, the first housing 1124a is in the first position, and the first buckle 1124ac can be clamped with the second buckle 1124bd at this time; when the first positioning member 1124ab cannot abut or be engaged with the second positioning member 1124bc, the first housing 1124a is in the second position, and at this time, the first catch 1124ac cannot be engaged with the second catch 1124 bd. That is, when the first positioning piece 1124ab can be engaged with the second positioning piece 1124bc, the first housing 1124a and the second housing 1124b are in a position where they can be exactly engaged. The first positioning member 1124ab may be provided as a limiting hole, the second positioning member 1124bc may be provided as a limiting key, or of course, the first positioning member 1124ab may be provided as a limiting key, and the second positioning member 1124bc may be provided as a limiting hole. The arrangement determines the installation positions of the first housing 1124a and the second housing 1124b by the first positioning member 1124ab and the second positioning member 1124bc, thereby facilitating the connection of the first housing 1124a and the second housing 1124b and further improving the convenience and accuracy of the assembly and maintenance of the filter assembly 1124.

As shown in fig. 8, in the present embodiment, the intake manifold 1128 includes an intake end 1128a, an exhaust end 1128b, and a pressure stabilizing chamber 1128c. Wherein the inlet end 1128a communicates with the inlet assembly 1122 and the outlet end 1128b communicates with the cylinder head 1112. The plenum 1128c is at least partially disposed between the air inlet end 1128a and the air outlet end 1128b, and as one implementation, the air inlet direction of the air inlet end 1128a is set to a first direction, along which the plenum 1128c extends to a predetermined length and is formed with an extension 1128ca. It will be appreciated that the plenum 1128c extends in the first direction a length greater than the width occupied by the outlet end 1128b in the first direction. In the present embodiment, the air outlet end 1128b includes a first air outlet 1128ba, a second air outlet 1128bb, and a third air outlet 1128bc. Wherein the first air outlet 1128ba is disposed at an end near the air inlet end 1128a, the third air outlet 1128bc is disposed at an end far from the first air outlet 1128ba, and the second air outlet 1128bb is disposed between the first air outlet 1128ba and the third air outlet 1128bc. As one implementation, the extension 1128ca extends to an end remote from the first air outlet 1128ba and the third air outlet 1128bc. By such arrangement, the surge cavity 1128c can reduce the air flow resistance caused by intermittent intake of the intake manifold 1128, improving the air intake capability of the engine 11. The pressure stabilizing cavity 1128c is at least partially protruded outwards to form a mounting seat 1128cb, a detecting piece 1128cc is arranged on the mounting seat 1128cb, the detecting piece 1128cc is fixedly connected with the mounting seat 1128cb, and the detecting piece 1128cc is used for detecting the temperature and the pressure of the gas in the pressure stabilizing cavity 1128c. The detecting member 1128cc is at least partially disposed in the pressure stabilizing chamber 1128c after passing at least partially through the junction of the mount 1128cb and the pressure stabilizing chamber 1128c, the extending direction of the portion of the detecting member 1128cc disposed in the pressure stabilizing chamber 1128c is set to a second direction, the extending direction of the normal line of the pressure stabilizing chamber 1128c at the junction of the mount 1128cb and the pressure stabilizing chamber 1128c is set to a third direction, and the angle between the second direction and the third direction is set to 40 ° or more and 50 ° or less. This arrangement eliminates the influence of the intake manifold 1128 on the detecting member 1128cc of the detecting member 1128cc, and improves the stability, accuracy and reliability of the detecting member 1128 cc. As an alternative embodiment, the angle between the second direction and the third direction may be set to be equal to or greater than 42 ° and equal to or less than 48 °, and the angle between the second direction and the third direction may be set to be equal to or greater than 44 ° and equal to or less than 46 °.

It will be appreciated that the first air outlet 1128ba, the second air outlet 1128bb and the third air outlet 1128bc are respectively connected to the pressure stabilizing chamber in such a manner that the air is mixed in the pressure stabilizing chamber before being discharged from the respective air outlets, and the degree of mixing of the air and the fuel is improved, thereby improving the smoothness of the intake air and the intake air amount of the engine 11.

As one implementation, all-terrain vehicle 200 further includes a carbon tube 27, one end of carbon tube 27 is in communication with carbon canister 28 in the fuel tank, and the other end of carbon tube 27 is connected to intake manifold 1128. Specifically, the carbon tube 27 communicates to an intake end 1128a of the intake manifold 1128. As one implementation, the intake end 1128a of the intake manifold 1128 is further provided with a vent hole 1128aa, the vent hole 1128aa being integrally formed with the intake manifold 1128. The carbon tube 27 is connected to the intake port, and is capable of delivering the fuel vapor in the canister 28 to the intake manifold 1128, and flows into the first air outlet 1128ba, the second air outlet 1128bb, and the third air outlet 1128bc after being sufficiently mixed in the pressure stabilizing chamber. It will be appreciated that the amount of fuel injected into the combustion chamber of the engine 11 is a closely calculated amount based on the current state, and that the fuel vapor input from the carbon pipe 27 causes an increase in the amount of fuel in the combustion chamber, and exceeding the preset amount causes insufficient combustion, thereby causing carbon deposition and damaging the cylinder block 1113. By connecting the carbon tube 27 to the air inlet hole of the air inlet manifold 1128, the fuel vapor flows into the first air outlet 1128ba, the second air outlet 1128bb and the third air outlet 1128bc after being sufficiently mixed in the pressure stabilizing chamber. At this time, the increased fuel vapor is uniformly distributed into the individual combustion chambers, so that it is possible to avoid insufficient combustion and a large amount of carbon deposition caused by a sudden increase in the fuel amount of the individual combustion chambers, and to deteriorate the stability of the engine 11. By such arrangement, the uniformity of the intake air flow rate of the engine 11 is ensured, and the uniformity of combustion in each combustion chamber is improved, thereby ensuring the uniformity of the state of each combustion chamber in each cylinder, and improving the stability and the service life of the engine 11.

As shown in fig. 9 to 12, since the intake manifold 1128k communicates the intake assembly 1122 and the cylinder head 1112, the intake manifold 1128k receives a larger pressure value and a quicker pressure change than the intake assembly 1122 due to the movement of the crank mechanism 114, the wall thickness of the intake manifold 1128k is set to 2mm or more and 4mm or less, and the wall thickness of the intake assembly 1122 is set to 1.5mm or more and 3.5mm or less. This arrangement further simplifies the structure of the air intake assembly 1122 while ensuring the strength of the air intake assembly 1122, thereby making the engine 11 lighter in weight and saving manufacturing costs. As an alternative embodiment, the wall thickness of intake manifold 1128k is set to 2.5mm or more and 3.5mm or less, and the wall thickness of intake assembly 1122 is set to 2mm or more and 3mm or less. Specifically, the wall thickness of the intake manifold 1128k may be set to 2mm, 2.5mm, 3mm, 3.5mm, 4mm, etc., and the wall thickness of the intake assembly 1122 may be set to 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, etc.

The reinforcing structure 1128d is provided on the outer side surface of the intake manifold 1128e, and the reinforcing structure 1128d is used to increase the strength of the intake manifold 1128e, so that the intake manifold 1128e can withstand a large air flow pressure while also ensuring the sealing and safety of the intake manifold 1128 e. Specifically, the reinforcing structure 1128d includes a first reinforcing structure 1128da and a second reinforcing structure 1128db, the symmetry plane of the first reinforcing structure 1128da extends substantially in a first direction, and the symmetry plane of the second reinforcing structure 1128db extends substantially in a second direction, the first direction and the second direction being disposed substantially perpendicularly, i.e., the first reinforcing structure 1128da and the second reinforcing structure 1128db are disposed in a grid-like manner on the surface of the intake manifold 1128 e. Specifically, the first reinforcing structure 1128da is disposed substantially in the up-down direction, and the second reinforcing structure 1128db is disposed substantially in the left-right direction. The arrangement mode enables the first reinforcing structure 1128da and the second reinforcing structure 1128db to be arranged basically along the direction of airflow in the air intake manifold 1128e, and effectively improves the reinforcing function of the first reinforcing structure 1128da and the second reinforcing structure 1128db on the air intake manifold 1128 e. It is understood that the arrangement of the first reinforcing structure 1128da and the second reinforcing structure 1128db is not limited to the left-right direction and the up-down direction, as long as the first reinforcing structure 1128da and the second reinforcing structure 1128db are disposed in a grid shape on the outer side surface of the intake manifold 1128e, which is within the scope of the present application. Further, the shortest distance between two adjacent first reinforcing structures 1128da is set to L ₁ ，L ₁ Is set to be 15mm or more and 30mm or less. The shortest distance between two adjacent second reinforcing structures 1128db is set to L ₂ ，L ₂ Is set to be 18mm or more and 22mm or less. By the above arrangement, the first reinforcing structure 1128da and the second reinforcing structureThe size of the strong structure 1128db is suitable for the engines 11 having different sizes and specifications, improving the applicability of the first and second reinforcing structures 1128da and 1128 db. As an alternative embodiment, L ₁ Is set to be 18 or more and 27mm or less, or L ₁ Is set to be 21mm or more and 24mm or less, wherein L ₁ May be set to 15mm, 20mm, 25mm, 30mm or the like; l (L) ₂ Is set to be 19mm or more and 21mm or less, L ₂ May be set to 18mm, 19mm, 20mm, 21mm, 22mm, or the like. The height of the first reinforcing structure 1128d is set to 3mm or more and 7mm or less, and the height of the second reinforcing structure 1128d is set to 3mm or more and 7mm or less. Wherein the height of the first reinforcing structure 1128d is the maximum distance from the surface of the intake manifold 1128 to the surface of the first reinforcing structure 1128d away from the intake manifold 1128, and the height of the second reinforcing structure 1128d is the maximum distance from the surface of the intake manifold 1128 to the surface of the second reinforcing structure 1128d away from the intake manifold 1128. The thickness of the first reinforcing structure 1128d is set to 2mm or more and 3.5mm or less, and the thickness of the second reinforcing structure 1128d is set to 2mm or more and 3.5mm or less. By the above arrangement, the reinforcing structure 1128d is sized for the engine 11 having different sizes and specifications, and the applicability of the reinforcing structure 1128d is improved. As an alternative embodiment, L ₁ Can be set to 3mm, 4mm, 5mm, 6mm or 7mm, etc., L ₂ May be set to 2mm, 2.5mm, 3mm, 3.5mm, or the like. The intake manifold 1128 is a rigid material, wherein the intake manifold 1128 may be provided as plastic and the wall thickness of the intake manifold 1128 is provided to be 2.5mm or more and 3mm or less based on the improvement of the strength of the intake manifold 1128 by the reinforcing structure 1128 d. The arrangement reduces the weight of the engine 11, so that the engine 11 is easier to install and is beneficial to realizing the weight reduction of the vehicle; at the same time, this arrangement uses more readily available plastic as the material of manufacture of the intake manifold 1128, reducing the manufacturing cost of the engine 11.

The intake manifold 1128 is provided with a flange 1128e, and the flange 1128e and the intake manifold 1128 are fixedly connected or integrally formed. The intake manifold 1128 is fixedly connected to the cylinder head 1112 or the cylinder block 1113 by a flange 1128 e. The connection surface of the flange 1128e is at least partially recessed inward, and a reinforcing structure 1128ea is formed in the recess, which is arranged in such a manner that the weight of the flange 1128e can be reduced while the strength of the flange is ensured. Further, as an alternative embodiment, the thickness of the flange 1128e may be set to 2mm or more and 4mm or less, or the thickness of the flange 1128e may be set to 2.4mm or more and 3.6mm or less, or the thickness of the flange 1128e may be set to 2.8mm or more and 3.2mm or less. Wherein the thickness of the flange 1128e may be set to 2mm, 2.5mm, 3mm, 3.5mm, 4mm, or the like. The intake manifold 1128 extends along a predetermined straight line direction, and the flange 1128e includes a plurality of connection portions that are distributed in an "M" or "W" shape along the predetermined straight line direction. In this application, the flange 1128e includes a first connecting portion 1128eb and a second connecting portion 1128ec, and a fastener fixedly connects the flange 1128e to the cylinder block 1113 through the first connecting portion 1128eb and the second connecting portion 1128 ec. The first connecting portion 1128eb and the flange 1128e are integrally formed, the second connecting portion 1128ec and the flange 1128e are integrally formed, and the first connecting portion 1128eb and the second connecting portion 1128ec are both provided between the intake manifold 1128 and the cylinder block 1113. Along the extending direction of the flange diagonal line, the first connection portion 1128eb is provided at one end of the flange 1128e, the second connection portion 1128ec is provided at the other end of the flange 1128e, and the first connection portion 1128eb and the second connection portion 1128ec are alternately provided in order between the intake manifolds 1128. This arrangement reduces the number of fasteners while ensuring the strength of the flange 1128e connection, thereby improving the ease and cost of connection of the intake manifold 1128 to the housing 111 and the intake manifold 1128 to the throttle assembly 1127.

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, the engine comprising an intake manifold;

the walking assembly is in transmission connection with the engine;

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

the air inlet manifold is arranged to be a plastic part, a reinforcing structure is arranged on the outer side surface of the air inlet manifold, the reinforcing structure comprises a first reinforcing structure extending along a first direction and a second reinforcing structure extending along a second direction, the shortest distance between two adjacent first reinforcing structures is greater than or equal to 15mm and less than or equal to 30mm, and the shortest distance between two adjacent second reinforcing structures is greater than or equal to 18mm and less than or equal to 22mm.

2. The all-terrain vehicle of claim 1, characterized in that a shortest distance between two adjacent first reinforcement structures is set to 18mm or more and 27mm or less.

3. The all-terrain vehicle of claim 1, characterized in that a shortest distance between two adjacent first reinforcement structures is set to 21mm or more and 24mm or less.

4. The all-terrain vehicle of claim 1, characterized in that a shortest distance between two adjacent second reinforcement structures is set to 18mm or more and 21mm or less.

5. The all-terrain vehicle of claim 1, characterized in that a shortest distance between two adjacent second reinforcement structures is set to 19mm or more and 20mm or less.

6. The all-terrain vehicle of claim 1, characterized in that a height of the first reinforcement structure in a direction away from the intake manifold surface is set to 3mm or more and 7mm or less.

7. The all-terrain vehicle of claim 1, characterized in that a height of the second reinforcement structure in a direction away from the intake manifold surface is set to 3mm or more and 7mm or less.

8. The all-terrain vehicle of claim 1, characterized in that the first direction and the second direction are disposed substantially perpendicular.

9. The all-terrain vehicle of claim 8, characterized in that a thickness of the first reinforcement structure in the second direction is set to be 2mm or more and 3.5mm or less.

10. The all-terrain vehicle of claim 8, characterized in that a thickness of the second reinforcement structure in the second direction is set to be 2mm or more and 3.5mm or less.