CN220522659U - All-terrain vehicle - Google Patents

Abstract

The utility model discloses an all-terrain vehicle, which comprises: a frame; an engine including a muffler and an exhaust pipe; the walking assembly is connected to the engine in a transmission way; the muffler comprises a frame, a muffler body, a first support rod, a suspension assembly, a suspension mechanism and a second support rod, wherein the suspension assembly is arranged on the frame and comprises a first connecting portion extending along a first preset direction and a first inserting portion extending along a second preset direction, the second support rod comprises a second inserting portion extending along a third preset direction and a second connecting portion extending along a fourth preset direction, the first connecting portion is connected with the frame, the second connecting portion is connected with the muffler body, and the first inserting portion is connected with the second inserting portion through the suspension mechanism. The muffler of the all-terrain vehicle has the advantages of low cost and good anti-seismic effect.

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 stability requirement is provided for an engine of the all-terrain vehicle. For this reason, high demands are placed on the assembly of the various parts of the engine, in particular the exhaust assembly extending from the main body portion of the engine. Because the road conditions faced by all-terrain vehicles are complex, the problem of mounting and damping the exhaust assembly extending from the main body of the engine is particularly prominent, and how to fix the exhaust assembly of the engine in a low-cost manner and achieve a better damping effect 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 has low cost and good damping effect in an installation structure of an exhaust structure of a generator of the all-terrain vehicle.

To achieve the above technical object, the present application provides an all-terrain vehicle, including: a frame; an engine including a muffler and an exhaust pipe; the walking assembly is connected to the engine in a transmission way; the muffler comprises a frame, a muffler body, a first support rod, a suspension assembly, a suspension mechanism and a second support rod, wherein the suspension assembly is arranged on the frame and comprises a first connecting portion extending along a first preset direction and a first inserting portion extending along a second preset direction, the second support rod comprises a second inserting portion extending along a third preset direction and a second connecting portion extending along a fourth preset direction, the first connecting portion is connected with the frame, the second connecting portion is connected with the muffler body, and the first inserting portion is connected with the second inserting portion through the suspension mechanism.

Further, the first preset direction and the fourth preset direction are set to be the same or different.

Further, the first preset direction extends substantially in the up-down direction, and the fourth preset direction extends substantially in the up-down direction.

Further, one end of the first plug-in portion, which is far away from the first connecting portion, is provided with a first limiting portion, and the radius of the first limiting portion gradually decreases from one end of the first limiting portion, which is close to the first plug-in portion, to one end of the first limiting portion, which is far away from the first plug-in portion.

Further, one end of the second plug-in part far away from the second connecting part is provided with a second limiting part, and the radius of the second limiting part gradually decreases from one end of the second limiting part close to the second plug-in part to one end of the second limiting part far away from the second plug-in part.

Further, the suspension mechanism is provided as rubber.

Further, the lower end of the muffler is provided with a bracket, and the bracket enables the muffler to be fixedly connected with the frame through a fastener.

Further, a first connecting hole is formed in the support, a second connecting hole is formed in the frame, and the fastening piece penetrates through the first connecting hole and the second connecting hole.

Further, the muffler also includes a cushioning structure including a first portion, a second portion, and a third portion, the second portion being disposed in the first and second connection holes and surrounding the fastener, the first portion being disposed between the bracket and the fastener, the third portion being disposed between the fastener and the frame.

Further, the first portion, the second portion and the third portion are integrally formed or separately manufactured.

The utility model has the advantages that the muffler is fixed in a low-cost mode through the suspension mechanism, and the shock-resistant effect is good.

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 a supercharging assembly of the engine of the present application connected to a cylinder head;

FIG. 5 is a schematic perspective view of a supercharging assembly and intake manifold of an engine of the present application;

FIG. 6 is a perspective view of an intake manifold in another embodiment of an engine of the present application;

FIG. 7 is a perspective view of an intercooler of the engine of the present application;

FIG. 8 is a cross-sectional view of an intercooler of the engine of the present application;

FIG. 9 is a schematic perspective view of a valve train of the engine of the present application;

FIG. 10 is a structural connection diagram of a valve train of the engine of the present application;

FIG. 11 is a partial perspective view of a muffler of the engine of the present application coupled to a frame;

FIG. 12 is a partial schematic perspective view of another view of the muffler of the engine of the present application coupled to a frame;

FIG. 13 is a schematic perspective view of a muffler of the engine of the present application;

fig. 14 is an exploded view of a muffler 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, as one implementation, the supercharging assembly 1121 includes a compressor 1121a, a turbine 1121b, and an intermediate 1121c. The compressor 1121a is connected to the oil filter 11c, and compresses and introduces the gas sucked into the oil filter 11c into the intercooler 1126. The turbine 1121b is connected to the exhaust manifold 1129, and is driven by the gas exhausted from the exhaust manifold 1129 to rotate the turbine 1121 b. It will be appreciated that a drive shaft 1121d (not shown) is shared between the turbine 1121b and the compressor 1121a, and the turbine 1121b may transmit its own power to the compressor 1121a through the drive shaft 1121d to drive the compressor 1121a to operate to compress air. As one implementation, both the compressor 1121a and the turbine 1121b are disposed on the intermediate body 1121c. As one implementation, the exhaust manifold 1129 and turbine 1121b are integrally formed. By providing the exhaust manifold 1129 and the turbine 1121b as an integral molding, it is possible to increase the integration level of the supercharging assembly 1121, improving the convenience of assembling the supercharging assembly 1121. In addition, the exhaust manifold 1129 and the turbine 1121b are integrally formed, avoiding the provision of the connection structure 1121k between the exhaust manifold 1129 and the turbine 1121b reduces the design cost of the booster assembly 1121, while reducing the weight of the booster assembly 1121 so that it can meet the demand for compactness of the ATV 200. In the present embodiment, the engine 11 includes a plurality of cylinders such that the exhaust manifold 1129 includes a plurality of tubes each individually connected into each cylinder. The single tube segment is connected at one end to the exhaust port of the combustion chamber and at the other end to the turbine 1121 b. As one implementation, the plenum assembly 1121 includes an inlet end 1121e and an outlet end 1121f. Wherein the air inlet end 1121e is disposed near the compressor 1121a, the air outlet end 1121f is disposed near the turbine 1121b, and the exhaust manifold 1129 is disposed between the air inlet end 1121e and the air outlet end 1121f and communicates with the air outlet end 1121f. It will be appreciated that the inlet port 1121e and the outlet port 1121f are not in direct communication with the plenum assembly 1121. By such arrangement, the structure of the supercharging assembly 1121 can be simplified to the greatest extent, so that the assemblability and the compact structure of the supercharging assembly 1121 are greatly improved on the premise of meeting the basic requirement of compressed air intake. When the exhaust manifold 1129 is integrally formed with the supercharger assembly 1121, the entirety of the supercharger assembly 1121 and the exhaust manifold 1129 remains connected to the cylinder head 1112 through the exhaust manifold 1129, and as one implementation, the exhaust manifold 1129 is provided with a first connection end 1129a and a second connection end 1129b. Wherein, all be provided with first connecting hole on first connecting end 1129a and the second connecting end 1129b, be provided with the second connecting hole on the cylinder head 1112, the pressure boost subassembly 1121 passes first connecting hole and second connecting hole back to be connected to the fastener through the fastener. Wherein the first and second connection ends 1129a, 1129b are each provided as a first material and the fastener is provided as a second material. The specific heat capacity of the first material and the second material is different, and the deformation amount after heat absorption is also different. It will be appreciated that depending on the number of cylinders in the cylinder head 1112, a third connection port 1129c or more may be provided, and will not be described here.

It will be appreciated that the principle of operation of the supercharger is to use the exhaust gases combusted in the cylinders of the engine 11 to drive the turbine 1121b in rotation at temperatures up to 700 to 900 c, at which temperature the junction of the exhaust manifold 1129 and the cylinder head 1112 may fail due to temperature variations. As an implementation manner, a preset gap is provided between the first connecting end 1129a and the second connecting end 1129b, when the temperature change causes deformation of the first connecting end 1129a and/or the second connecting end 1129b, the preset gap can absorb the deformation of the first connecting end 1129a and/or the second connecting end 1129b, so that the acting force generated when the first connecting end 1129a and/or the second connecting end 1129b is deformed is prevented from being transmitted to the fastening piece, thereby ensuring that the fastening piece still can maintain a better connection relationship under the action of high temperature, avoiding air leakage between the exhaust manifold 1129 and the cylinder head 1112 caused by the loosening of the fastening piece, and further affecting the service life of the whole engine 11. As one implementation, the present application provides a three-cylinder engine 11, so that the cylinder head 1112 is provided with three combustion chambers, which are respectively connected through a first connection end 1129a, a second connection end 1129b, and a third connection end 1129c of the exhaust manifold 1129, wherein preset gaps are provided between the first connection end 1129a, the second connection end 1129b, and the third connection end 1129c, and the preset gaps are 3mm or more and 5mm or less. Further, the preset gap between the first connecting end 1129a, the second connecting end 1129b, and the third connecting end 1129c is 3.5mm or more and 4.5mm or less. More specifically, the preset gap between the first, second and third connection ends 1129a, 1129b, 1129c is 3.8mm or more and 4.2mm or less. By such an arrangement, it is possible to ensure that the connection between the exhaust manifold 1129 and the cylinder head 1112 is under high temperature, not only absorbing deformation of the material due to high temperature, but also avoiding stress concentration due to excessive clearance, thereby causing greater damage.

As shown in fig. 6, the present application also provides an exhaust manifold 1129 of equal length for increased exhaust efficiency. Specifically, the exhaust manifold 1129 includes a first manifold 1129d, a second manifold 1129e, and a third manifold 1129f, where one of the manifolds is connected to the first connection end 1129a, the second manifold 1129e is connected to the second connection end 1129b, and the third manifold 1129f is connected to the third connection end 1129c. Wherein the first manifold 1129d is connected to one of the combustion chambers of the cylinder head 1112 through a first connection end 1129a, the second manifold 1129e is connected to one of the combustion chambers of the cylinder head 1112 through a second connection end 1129b, and the third manifold 1129f is connected to one of the combustion chambers of the cylinder head 1112 through a third connection end 1129c. It will be appreciated that the locations of the various combustion chambers on the cylinder head 1112 are different, resulting in the first, second and third manifolds 1129d, 1129e, 1129f each running differently after the first, second and third manifolds 1129d, 1129e, 1129f are connected to the cylinder head 1112. And the first, second and third manifolds 1129d, 1129e, 1129f all converge to the same air outlet. With such an arrangement, the first, second and third manifolds 1129d, 1129e, 1129f differ in their orientation, resulting in different lengths of the path of the exhaust gas within the first, second, and third manifolds 1129d, 1129e, 1129 f. As one implementation, the first, second and third manifolds 1129d, 1129e, 1129f are provided to be bent away from the direction in which they extend. Specifically, the first manifold 1129d extends substantially in a first straight direction, the second manifold 1129e extends substantially in a second straight direction, and the third manifold 1129f extends substantially in a third straight direction. In the present embodiment, the first manifold 1129d is further provided with a first bent portion 1129da, and the first bent portion 1129da is disposed away from the first straight line. The second manifold 1129e is also provided with a second bend 1129ea, the second bend 1129ea being disposed away from the second straight line. The third manifold 1129f is provided with a third bent portion 1129fa, and the third bent portion 1129fa is disposed away from the third straight line. It will be appreciated that the first, second and third bent portions 1129da, 1129ea, 1129fa are different in degree of bending due to the different orientations of the first, second and third manifolds 1129d, 1129e, 1129 f. By the above arrangement, it is possible to realize that the lengths of the first manifold 1129d, the second manifold 1129e, and the third manifold 1129f are substantially the same. So that it can be ensured that the exhaust gas flows from different combustion chambers in the cylinder head 1112 with the same path length and can be converged to the gas outlet of the exhaust manifold 1129 substantially simultaneously. With such a design, the exhaust gas is prevented from moving in the exhaust manifold 1129, and the smoothness of the exhaust gas is increased, thereby increasing the exhaust efficiency.

As one implementation, the first, second and third manifolds 1129d, 1129e, 1129f are first converged to the same joint, and a bellows is provided between the joint and the air outlet, which can effectively absorb vibration generated by the gas striking the exhaust manifold 1129 when the exhaust gas, thereby increasing the stability of the exhaust manifold 1129. On the other hand, as the gas impacts the exhaust manifold 1129, vibrations may occur, and long-term vibrations may cause fatigue of the exhaust manifold 1129, thereby risking breakage of the exhaust manifold 1129. By absorbing the above vibrations through the bellows, material fatigue can be effectively avoided, increasing the service life of the exhaust manifold 1129 and thus the service life of the entire engine 11.

As shown in fig. 7-8, the intercooler 1126 includes a guiding structure 1126a and a cooling structure 1126b. The guide structure 1126a communicates to the supercharging assembly 1121, the guide structure 1126a also communicating with the cooling structure 1126b. The high temperature air output from the supercharging assembly 1121 is transferred to the cooling structure 1126b through the guide structure 1126a, and the cooling structure 1126b serves to reduce the temperature of the high temperature air output from the supercharging mechanism. In this application, the cooling structure 1126b is provided as a plurality of cooling pipes, and the cooling structure 1126b may be provided as air cooling or water cooling. The guide structure 1126a includes an air intake portion 1126aa, a connection portion 1126ab, and a first guide portion 1126ac, one ends of the air intake portion 1126aa and the connection portion 1126ab are fixedly connected or integrally formed, and the other end of the connection portion 1126ab and the other end of the first guide portion 1126ac are fixedly connected or integrally formed. The guide structure 1126a forms an accommodation space 1227f inside, and the pressurizing mechanism is connected to the air intake portion 1126aa and transmits air into the accommodation space through the air intake portion 1126 aa. The cooling structure 1126b is connected to the connection portion 1126ab, and the guide structure 1126a transmits air in the accommodating space to the cooling structure 1126b through the connection portion 1126 ab. The first guide portion 1126ac is provided as a slope away from the inner wall of the cooling mechanism 1227b, the first guide portion extending substantially at the first plane 108. The cooling structure 1126b extends substantially along the preset direction 107, and in a second plane 109 perpendicular to the preset direction 107, the first guide 1126ac is disposed at an acute angle away from the inner wall of the cooling structure 1227b and the second plane 109. After the supercharging assembly 1121 transfers the high-pressure air into the accommodating space, the first guide portion 1126ac plays a guiding role in guiding the high-pressure air into the cooling structure 1126b, so that the high-pressure air can smoothly enter the cooling structure 1126b, thereby reducing the pressure loss of the high-pressure air, improving the efficiency of the engine 11 and ensuring the dynamic property of the engine 11. Further, an angle between the first plane 108 and the second plane 109 is set to α, and α is set to 5 ° or more and 10 ° or less. It is understood that α may be set to 6 ° or more and 9 ° or less, or α may be set to 7 ° or more and 8 ° or less. As an alternative embodiment, α may be set to 5 °, 6 °, 7 °, 8 °, 9 °, 10 °, or the like.

The cooling structure 1126b includes a first portion 1126ba and a second portion 1126bb. The first portion 1126ba is provided at an upper end of the cooling structure 1126b, and the second portion 1126bb is provided at a lower side of the first portion 1126 ba. The guide structure 1126a further includes a second guide portion 1126ad, the second guide portion 2231e is disposed between the first guide portion 1126ac and the air intake portion 1126aa, and an upper end of the first guide portion 1126ac protrudes away from the connecting portion 1126ab to form a second guide portion 1126adThe arrangement mode makes the second guiding part 1126ad play a guiding role for the air entering the cooling pipe of the first part 1126ba, so that the air is easier to enter the cooling pipe of the first part 1126ba and the air flow flux in the cooling pipe is more uniform, the problem that the cooling effect of the intercooler 1126 is poor due to the fact that the air is easy to gather at the lower end of the intercooler 1126 is avoided, and the cooling efficiency of the cooling structure 1126b is improved. The second guide portion 1126ad may be provided in an arc shape in such a manner that the pressure loss of the air can be reduced, so that the air can smoothly enter the cooling pipe of the first portion 1126 ba. Of course, the second guide portion 1126ad may be provided as a slope. As an alternative embodiment, the first and second guide portions 1126ac and 1126ad are provided as a combination of a plane and a curved surface, or the first and second guide portions 1126ac and 1126ad are provided as a combination of a plane and a plane, or the first and second guide portions 1126ac and 1126ad are provided as a combination of a curved surface and a curved surface. Further, the number of cooling pipes in the first portion 1126ba is set to M ₁ The number of cooling pipes in the second portion 1126bb is set to M ₂ ，M ₂ And M ₁ The ratio of (2) is set to 4 or more and 7 or less. It will be appreciated that M ₂ And M ₁ The ratio of (2) may be set to be 5 or more and 6 or less, so long as the structure for guiding air into the cooling pipes at the upper end of the cooling structure 1126b is provided in the guiding structure 1126a, the air is easier to enter into the cooling pipes at the upper end of the cooling structure 1126b, and the air flow flux of each cooling pipe entering into the cooling structure 1126b is more uniform.

The guide structure 1126a further includes a transition portion 1126ae, the transition portion 1126ae being disposed between the first guide portion 1126ac and the second guide portion 1126ad, the transition portion 1126ae being disposed in an arc shape. After entering the guiding structure 1126a, at least part of the air is transferred to the first guiding portion 1126ac through the second guiding portion 1126ad, and is guided by the first guiding portion 1126ac into the cooling pipe of the second portion 1126bb, the transition portion 1126ae can reduce the impact of the air in the process of transferring the second guiding portion 1126ad to the first guiding portion 1126ac, so that the air can be transferred to the first guiding portion 1126ac more smoothly by the second guiding portion 1126ad, the pressure loss of the air is reduced, and the dynamic property of the engine 11 is ensured.

As shown in fig. 9 to 10, as one implementation, the all-terrain vehicle 200 includes an ECU (Electronic Control Unit ) for controlling the operation of the entire vehicle. It will be appreciated that when the ATV 200 is traveling at high speed, the booster assembly 1121 is in a high load operating condition, at which time the ECU controls the booster assembly 1121 to continuously compress the air filtered in the filter assembly 1124 of the oil filter 11c and to cool the air via the intercooler 1126 before being transferred to the throttle assembly 1127. When the driver steps on the brake or performs a downshift operation, the ECU receives a load-reducing instruction and the throttle assembly 1127 is closed. At this time, the ECU controls the booster component 1121 to stop compressing air, but due to the structural characteristics of the booster component 1121 itself and the power source thereof, the booster component 1121 itself may generate a hysteresis phenomenon, which may cause the booster to continuously compress air in a short time and transmit to the intercooler 1126 and the throttle component 1127. At this point, the damper assembly 1127 is already in the closed state as it is being received a closing command. Gas near the throttle assembly 1127 cannot be transferred into the intake manifold 1128, causing the gas pressure near the throttle assembly 1127 to increase instantaneously. This can be a significant damage to the throttle assembly 1127, and in extreme cases can even damage the throttle assembly 1127, thereby causing air leakage from the engine 11, and severely affecting the useful life of the engine 11.

As shown in fig. 10, the engine 11 provided herein further includes an air intake and pressure relief system 14. The air intake and pressure relief system 14 is used to relieve pressure when the air pressure level of the air throttle assembly 1127 is high, thereby protecting the air throttle assembly 1127. Specifically, the air intake and pressure release system 14 includes a control device 141, a monitoring device 142, and an execution device 143. The monitoring device 142 is configured to monitor a gas pressure in the air throttle assembly 1127 near one end of the intercooler 1126, and when the gas pressure near the air throttle assembly 1127 is greater than or equal to a preset value, the monitoring device 142 transmits the pressure signal value to the control device 141, and the control device 141 controls the execution device 143 to release the pressure, thereby reducing the gas pressure in the air duct of the air throttle assembly 1127 accessory, and avoiding the gas pressure from damaging the structure of the air throttle assembly 1127. When the gas pressure of the accessory of the throttle assembly 1127 is less than the preset value, the monitoring device 142 transmits the pressure signal value to the control device 141, and the control device 141 controls the execution device 143 to stop the pressure relief, thereby ensuring the gas pressure entering the intake manifold 1128. As one implementation, the air duct assembly 112a includes a first air intake conduit 112aa and a second air intake conduit 112ae. The first air intake line 112aa connects the supercharging assembly 1121 and the oil filter 11c filtering assembly 1124. The second intake line 112ae connects the intercooler 1126 and the throttle assembly 1127. One end of the actuator 143 is disposed on the first air intake pipe 112aa, and the other end of the actuator 143 is disposed on the second air intake pipe 112ae. The damper assembly 1127 includes an open state and a closed state, with a first pressure differential between the first and second air inlet pipes when the damper assembly 1127 is in the open state; when the damper assembly 1127 is in the closed state, there is a second air pressure differential between the first air inlet and the second air inlet that is greater than the first air pressure differential. The monitoring device 142 is configured as an intake pressure sensor for monitoring the gas pressure value of the throttle assembly 1127 at an end thereof proximate to the intercooler 1126. The execution device 143 includes an air intake and pressure release valve 1431, a pressure release pipe 1432 and a support member 1433, where the air intake and pressure release valve 1431 is fixedly connected with the pressure release pipe 1432. A support 1433 is disposed between the pressure relief tube 1432 and the intake manifold 1128 and is used to support the pressure relief tube 1432. Wherein, the air intake relief valve 1431 is disposed on the second air intake line 112ae, and the relief tube 1432 is disposed between the air intake relief valve 1431 and the first air intake line 112 aa. The control mechanism is electrically connected to an intake pressure sensor and an intake pressure relief valve 1431 for analyzing the pressure value transmitted in the intake pressure sensor in real time. As an implementation manner, a threshold value is also stored in the control mechanism, when the pressure value transmitted by the intake air pressure sensor is greater than or equal to the threshold value, the control mechanism controls the pressure release valve to open, at this time, the air transmitted by the intercooler 1126 flows out through the pressure release valve, and is further transmitted to the air intake assembly 1122 through the pressure release pipe 1432. At this point, the gas pressure in the vicinity of the damper assembly 1127 drops rapidly until the pressure value received by the control mechanism is less than the threshold, and the control mechanism controls the relief valve to close. At this time, the gas output from the intercooler 1126 is continuously output to the throttle assembly 1127, and the throttle assembly 1127 is transmitted to the intake manifold 1128. As an implementation manner, the control device 141 is integrated into an ECU, and can uniformly control the running state of the whole vehicle, so that coordination of each part is improved, and the service life of the whole vehicle is prolonged.

As one implementation, the first air intake pipe 112aa includes a first fixing member 112ab, a second fixing member 112ac, and a carrier member 112ad, the first fixing member 112ab being disposed at least between the carrier member 112ad and the intercooler 1126, one end of the carrier member 112ad being connected to the intercooler 1126 through the first fixing member 112 ab; the second mount 112ac is at least partially disposed between the carrier 112ad and the damper assembly 1127, with the other end of the carrier 112ad being connected to the damper assembly 1127 by the second mount 112 ac. The first fixing piece 112ab and the second fixing piece 112ac are provided as a first material, and the carrier piece 112ad is provided as a second material. In particular, the first material is provided as a flexible material and the second material is provided as a rigid material, wherein the first material may be provided as rubber and the second material may be provided as a hard plastic. This arrangement can buffer the impact pressure generated when the gas enters the air pipe assembly 112a from the intercooler 1126 and ensure the tightness of the joint of the intercooler 1126 and the air pipe assembly 112a, thereby reducing the pressure loss of the gas, preventing the leakage of the gas and ensuring the tightness of the valve mechanism 112. The bearing piece 112ad and the first fixing piece 112ab are connected through the clamp, and the bearing piece 112ad and the second fixing piece 112ac are connected through the clamp, so that the air pipe assembly 112a is improved in sealing performance, the bearing piece 112ad, the first fixing piece 112ab and the second fixing piece 112ac are convenient to mount and dismount, and assembly and maintenance cost is saved. The carrier 112ad is provided as a rigid material, wherein the carrier 112ad may be provided as a hard plastic. This arrangement facilitates the support of the intake pressure sensor and the pressure relief valve by the carrier 112ad, and the strength of the carrier 112ad can bear the pressure of the gas in the gas pipe assembly 112a, thereby meeting the support requirements of the intake pressure sensor and the pressure relief valve.

As shown in fig. 11 to 14, the exhaust assembly 1123 includes a muffler 1123a and an exhaust pipe 1123e, the muffler 1123a being fixedly connected to the frame 21, the exhaust pipe 1123e being provided on the muffler 1123a, one end of the muffler 1123a being communicated to the combustion chamber, the other end of the muffler 1123a being communicated to the external space through the exhaust pipe 1123 e. The muffler 1123a includes a first support rod 1123b, the first support rod 1123b is disposed at both sides of the muffler 1123a and fixedly connected to the muffler 1123a, the first support rod 1123b includes a first connection portion 1123c and a first insertion portion 1123d, the first connection portion 1123c extends substantially in a first preset direction, and the first insertion portion 1123d extends substantially in a second preset direction. The frame 21 is provided with a suspension assembly 211, the suspension assembly 211 comprises a suspension mechanism 2111 and a second support rod 2112, the second support rod 2112 is connected with the frame 21, the second support rod 2112 is a second support rod 2112, the second support rod 2112 comprises a second connection portion 2112a and a second plug-in portion 2112b, the second plug-in portion 2112b basically extends along a second preset direction, and the second connection portion 2112a basically extends along a fourth preset direction. The first plug portion 1123d and the second plug portion 2112b are connected by a suspension mechanism 2111. Specifically, a first limiting portion is disposed at an end of the first inserting portion 1123d away from the first connecting portion 1123c, a second limiting portion 2112ba is disposed at an end of the second inserting portion 2112b away from the second connecting portion 2112a, the first limiting portion and the second limiting portion 2112ba are both configured as a circular truncated cone or a cone, and a radius of the first limiting portion gradually decreases from an end of the first limiting portion close to the first inserting portion 1123d to an end of the first limiting portion away from the first inserting portion 1123 d; the radius of the second stopper portion 2112ba gradually decreases from an end of the second stopper portion 2112ba near the second mating portion 2112b to an end of the second stopper portion 2112ba away from the second mating portion 2112 b. The hanging mechanism 2111 is provided with a plug hole, the first plug portion 1123d is at least partially inserted into the plug hole and the first limiting portion can prevent the first plug portion 1123d from falling off the hanging mechanism 2111, the second plug portion 2112b is at least partially inserted into the plug hole and the second limiting portion 2112ba can prevent the second plug portion 2112b from falling off the hanging mechanism 2111. Wherein the suspension mechanism 2111 may be provided as rubber. With the above arrangement, the suspension mechanism 2111 can cushion vibration between the frame 21 and the muffler 1123a, and the muffler 1123a and the frame 21 can be connected simply and conveniently. Meanwhile, the first support rod 1123b and the second support rod 2112 can slide relative to the suspension mechanism 2111, so that the installation position of the muffler 1123a can be adjusted according to the specific structure of the all-terrain vehicle 200, and the muffler 1123a has better universality. The muffler 1123a further includes a bracket 1123f, and the lower end of the muffler 1123a is fixedly coupled to the frame 21 through the bracket 1123 f. Specifically, the bracket 1123f is provided with a first connection hole 1123fa, the frame 21 is provided with a second connection hole, and the fastener is provided through the first connection hole 1123fa and the second connection hole and fixedly connects the bracket 1123f and the frame 21. In this application, the fastener is provided as a bolt and a nut, the muffler 1123a further includes a buffering structure 1123g, the buffering structure 1123g is at least partially disposed between the fastener and the bracket 1123f, and the buffering structure 1123g is also at least partially disposed between the fastener and the frame 21. The buffer structure 1123g is provided as rubber, the buffer structure 1123g is provided as an "i" shaped structure, i.e., the buffer structure 1123g includes a first portion, a second portion and a third portion, the second portion is provided in the first and second connection holes 1123fa and around the fastener, an upper end of the second portion extends to a side away from the first connection hole 1123fa to form a first portion, the first portion is provided between the bracket 1123f and the fastener, a lower end of the second portion extends to a side away from the second connection hole to form a third portion, and the third portion is provided between the frame 21 and the fastener. This arrangement increases the contact area between the fastener, the frame 21 and the bracket 1123f, improves the cushioning performance of the cushioning structure 1123g, and also reduces wear between the fastener, the frame 21 and the bracket 1123f, and reduces maintenance costs. As an alternative embodiment, the first portion, the second portion, and the third portion are integrally formed, so that the cushioning structure 1123g is easy to manufacture and saves manufacturing costs. Of course, the first, second and third portions may also be manufactured separately to facilitate connection of the bracket 1123f to the frame 21.

Further, a partition 1123aa is provided inside the muffler 1123a, the partition 1123aa dividing the inside of the muffler 1123a into a first inner cavity 1123ab, a second inner cavity 1123ac, a third inner cavity 1123ad, and a fourth inner cavity 1123ae, the thickness of the partition 1123aa being set to 1mm or more and 2mm or less. The first inner cavity 1123ab, the second inner cavity 1123ac, the third inner cavity 1123ad, and the fourth inner cavity 1123ae are arranged in this order in the muffler 1123a from the right end of the muffler 1123a to the left end of the muffler 1123a, and the ratio of the width of the first inner cavity 1123ab to the width of the second inner cavity 1123ac is set to 0.6 or more and 1.2 or less along the extending direction of the axis of the muffler 1123 a; the ratio of the width of the second inner cavity 1123ac to the width of the third inner cavity 1123ad is set to 1.2 or more and 1.8 or less; the ratio of the width of the third inner cavity to the width of the fourth inner cavity 1123ae is set to 0.6 or more and 1.2 or less. The muffler 1123a further includes a first communication pipe 1123af, a second communication pipe 1123ag, a third communication pipe 1123ah, and a fourth communication pipe 1123ak, one end of the first inner cavity 1123ab is communicated to the combustion chamber through the first communication pipe 1123af, the other end of the first inner cavity 1123ab is communicated to one end of the third inner cavity 1123ad through the second communication pipe 1123ag, the other end of the third inner cavity 1123ad is communicated to one end of the fourth inner cavity 1123ae through the third communication pipe 1123ah, the other end of the fourth inner cavity 1123ae is communicated to the second inner cavity 1123ac through the fourth communication pipe 1123ak, and the exhaust pipe 1123e is communicated to the second inner cavity 1123ac and the external space. The radius of the first communication pipe 1123af is set to 65mm or more and 70mm or less, and the thickness of the first communication pipe 1123af is set to 1mm or more and 1.5mm or less. The radius of the second communicating pipe 1123ag is set to 45mm or more and 50mm or less, and the thickness of the second communicating pipe 1123ag is set to 1mm or more and 1.5mm or less. The radius of the third communicating tube 1123ah is set to 45mm or more and 50mm or less, and the thickness of the third communicating tube 1123ah is set to 1mm or more and 1.5mm or less. The radius of the fourth communicating tube 1123ak is set to 45mm or more and 50mm or less, and the thickness of the fourth communicating tube 1123ak is set to 1mm or more and 1.5mm or less. The radius of the exhaust pipe 1123e is set to 50mm or more and 70mm or less. The fourth communicating tube 1123ak includes an intermediate portion, the intermediate portion is located in the third inner cavity 1123ad, and an air hole is provided in the intermediate portion, and the gas in the fourth communicating tube 1123ak may flow into the third inner cavity 1123ad through the air hole. The number of the air holes is set to be 30 or more and 50 or less, and the radius of the air holes is set to be 2mm or more and 5mm or less. The arrangement mode can improve the noise control of the all-terrain vehicle 200, reduce the exhaust noise of the all-terrain vehicle 200, and improve the noise tone quality at the same time, so that the all-terrain vehicle 200 has relatively balanced performance; and this arrangement allows the ATV 200 to exhaust smoothly, reduces the power loss of the engine 11, and ensures the power performance and fuel economy of the engine 11. As an alternative embodiment, the thickness of the separator 1123aa may be set to 1mm, 1.2mm, 1.4mm, 1.6mm, 1.8mm, 2mm, or the like. The width of the first inner cavity 1123ab may be set to 125mm, 130mm, 135mm, 140mm, 145mm, or the like along the extending direction of the axis of the muffler 1123 a; the width of the second lumen 1123ac may be set to 130mm, 135mm, 140mm, 145mm, 150mm, or the like; the width of the third lumen 1123ad may be set to 90mm, 95mm, 100mm, 105mm, 110mm, or the like. The width of the fourth lumen 1123ae may be set to 90mm, 95mm, 100mm, 105mm, 110mm, or the like. The radius of the first communication pipe 1123af may be set to 65mm, 66mm, 67mm, 68mm, 69mm, or the like, and the thickness of the first communication pipe 1123af may be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, or the like. The radius of the second communicating tube 1123ag may be set to 45mm, 46mm, 47mm, 48mm, 49mm, or the like, and the thickness of the second communicating tube 1123ag may be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, or the like. The radius of the third communication pipe 1123ah may be set to 45mm, 46mm, 47mm, 48mm, 49mm, or the like, and the thickness of the third communication pipe 1123ah may be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, or the like. The radius of the fourth communicating tube 1123ak may be set to 45mm, 46mm, 47mm, 48mm, 49mm, etc., and the thickness of the fourth communicating tube 1123ak may be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, etc. The radius of the exhaust pipe 1123e may be set to 50mm, 55mm, 60mm, 65mm, 70mm, or the like. The number of air holes may be set to 30, 35, 40, 45, 50, etc., and the radius of the air holes may be set to 2mm, 3mm, 4mm, 5mm, etc.

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;

an engine including a muffler and an exhaust pipe;

the walking assembly is in transmission connection with the engine;

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

the muffler comprises a frame, and is characterized in that first supporting rods are arranged on two sides of the muffler, a hanging assembly is arranged on the frame, the hanging assembly comprises a hanging mechanism and second supporting rods, the first supporting rods comprise first connecting portions extending along a first preset direction and first inserting portions extending along a second preset direction, the second supporting rods comprise second inserting portions extending along a third preset direction and second connecting portions extending along a fourth preset direction, the first connecting portions are connected with the frame, the second connecting portions are connected with the muffler, and the first inserting portions and the second inserting portions are connected through the hanging mechanism.

2. The all-terrain vehicle of claim 1, characterized in that the first preset direction and the fourth preset direction are set identically or differently.

3. The all-terrain vehicle of claim 1, characterized in that the first preset direction extends substantially in an up-down direction and the fourth preset direction extends substantially in an up-down direction.

4. The all-terrain vehicle of claim 1, wherein a first limiting portion is disposed at an end of the first plug portion away from the first connection portion, and a radius of the first limiting portion gradually decreases from an end of the first limiting portion adjacent to the first plug portion to an end of the first limiting portion away from the first plug portion.

5. The all-terrain vehicle of claim 1, wherein a second limiting portion is disposed at an end of the second plug portion away from the second connecting portion, and a radius of the second limiting portion gradually decreases from an end of the second limiting portion adjacent to the second plug portion to an end of the second limiting portion away from the second plug portion.

6. The all-terrain vehicle of claim 1, characterized in that the suspension mechanism is provided as rubber.

7. The all-terrain vehicle of claim 1, characterized in that a bracket is provided at a lower end of the muffler, the bracket fixedly connecting the muffler and the frame by a fastener.

8. The all-terrain vehicle of claim 7, characterized in that the bracket is provided with a first attachment aperture and the frame is provided with a second attachment aperture, and the fastener is disposed through the first attachment aperture and the second attachment aperture.

9. The all-terrain vehicle of claim 8, wherein the muffler further comprises a cushioning structure including a first portion, a second portion, and a third portion, the second portion disposed in the first and second connection apertures and surrounding the fastener, the first portion disposed between the bracket and the fastener, and the third portion disposed between the fastener and the frame.

10. The all-terrain vehicle of claim 9, characterized in that the first portion, the second portion, and the third portion are integrally formed or separately manufactured.