CN220687425U

CN220687425U - All-terrain vehicle

Info

Publication number: CN220687425U
Application number: CN202321717507.XU
Authority: CN
Inventors: 王建冲; 陈青松; 刘欢
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2023-06-30
Filing date: 2023-06-30
Publication date: 2024-03-29
Anticipated expiration: 2033-06-30

Abstract

The utility model discloses an all-terrain vehicle which 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 comprises a crankcase and a crankshaft at least partially arranged in the crankcase; the walking assembly is connected to the engine in a transmission way; the crankcase includes a first support portion for supporting a crankshaft, the first support portion being provided with a guide surface that extends at least partially downward. Through above-mentioned setting, first supporting part is provided with the oil blanket to be favorable to improving the leakproofness of all-terrain vehicle.

Description

All-terrain vehicle

Technical Field

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

Background

In the prior art, an all-terrain vehicle is used as an outdoor vehicle, and needs to adapt to different scenes and complex working conditions, so that a high power demand is provided for an engine of the all-terrain vehicle. In addition, in order to cope with various situations, various components, in particular, components such as an engine, are arranged on a vehicle body of the all-terrain vehicle, and when the components such as the engine work, a large amount of liquid such as lubricating oil is needed for lubricating, so that the sealing performance of the components is improved and the space of the all-terrain vehicle is not occupied, so that the problem still needs to be solved at present for those skilled in the art.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide an all-terrain vehicle which can improve the sealing performance of vehicle body parts.

An all-terrain vehicle includes a frame, a body panel, an engine, and a traveling assembly. The body panel is at least partially disposed on the frame; the engine comprises a crankcase and a crankshaft at least partially arranged in the crankcase; the walking assembly is connected to the engine in a transmission way; the crankcase includes a first support portion for supporting a crankshaft, the first support portion being provided with a guide surface that extends at least partially downward.

Further, the guide surface includes a first guide end near the crankshaft and a second guide end far from the crankshaft, the first guide end being higher than the second guide end.

Further, the guide surface is provided as a curved surface.

Further, the guide surface is provided as a plane.

Further, the guide surface is provided as a combination of a curved surface and a flat surface.

Further, the guide surface and the crankcase are shown as being integrally formed.

Further, a second support portion is also included, which is also provided with a guide surface.

Further, the guide surface is disposed at an end of the first support portion near the second support portion and/or an end of the second support portion near the first support portion.

Further, the engine also comprises a cylinder body, the cylinder body is further provided with a mounting hole, the mounting hole comprises a counter bore part, and the counter bore part is formed by casting.

Further, the countersink region includes a first portion configured as a vertical region and a second portion configured as a rounded region.

The all-terrain vehicle provided by the utility model can prevent the leakage of lubricating oil and other liquids in the crankcase through the oil seal, thereby being beneficial to improving the tightness of the all-terrain vehicle.

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 engine of the present application;

fig. 5 is a perspective view of an engine block of the present application;

FIG. 6 is a control logic diagram of a shock sensor of the engine of the present application;

fig. 7 is a cross-sectional view of a cylinder block of the engine of the present application;

FIG. 8 is an enlarged view of a portion of the present application at A in FIG. 7;

FIG. 9 is an exploded view of a side cover of the engine of the present application;

FIG. 10 is an exploded view of another view of a side cover of the engine of the present application;

FIG. 11 is a top view of a cylinder block of the engine of the present application;

FIG. 12 is a cross-sectional view of a cylinder block of the engine of the present application;

FIG. 13 is a cross-sectional view of another view of the engine of the present application;

FIG. 14 is a perspective view of a crankcase of the engine of the present application;

fig. 15 is a perspective view of a cylinder block of the engine of the present application;

fig. 16 is a perspective view of another view of a cylinder block of the engine of the present application;

FIG. 17 is a cross-sectional view of a crankshaft of the engine of the present application;

fig. 18 is a perspective view of a crankshaft of the engine of the present application.

Detailed Description

In order to better understand the solution of the present application, the following description will clearly and completely describe the technical solution of the specific embodiment of the present application with reference to the drawings in the embodiment of the present application. It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

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

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

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

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

As shown in fig. 4 to 6, the cylinder block 1113 is further provided with a knock sensor 1113a and a mount 1113b. The cylinder block 1113 provided herein includes a first combustion chamber 1113c, a second combustion chamber 1113d, and a third combustion chamber 1113e. Wherein the second combustion chamber 1113d is disposed between the first combustion chamber 1113c and the third combustion chamber 1113e. The mount 1113b is disposed in the middle of the second combustion chamber 1113d, the cylinder block 1113 extends at least partially to a side away from the second combustion chamber 1113d to form the mount 1113b, the knock sensor 1113a is disposed on the mount 1113b, and the knock sensor 1113a is used to monitor the combustion state of the gas in each combustion chamber. In this arrangement, knock sensor 1113a is arranged in a region where the temperature is low, so that knock sensor 1113a has good safety; and knock sensor 1113a is connected to cylinder block 1113 via mount 1113b, avoiding the influence on the strength and heat dissipation performance of the heat dissipation passage. As one implementation, mount 1113b is provided on a side of cylinder block 1113 that is adjacent to the intake air. By such arrangement, the temperature of the position where the mount 1113b is provided can be made lower, so that damage to the explosion sensor due to the high temperature of the cylinder block 1113 can be avoided. In addition, setting mount 1113b in the position of second combustion chamber 1113d can make the signal that the jar explosion sensor received more even to make the signal that receives in the jar explosion sensor can basically cover three cylinder bodies, thereby basically can monitor the jar explosion condition of whole cylinder block 1113.

All-terrain vehicle 200 includes an ECU (Electronic Control Unit ) for controlling the operation of the entire vehicle. It will be appreciated that the shock sensor may monitor combustion in the cylinder of the engine 11, and that when the mixture in the combustion chamber burns rapidly in a very short period of time, different frequencies of vibration waves may be generated. Knock sensor 1113a recognizes the vibration wave and converts the electric signal, while transmitting the electric signal to the ECU. When the signal exceeds the limit, the ECU may control the misfire angle based on the electrical signal to mitigate combustion. When the combustion meets the requirement, the detection signal of the knocking sensor 1113a is in the required range, and the ECU can control the ignition angle to return to the early calibration state according to the electric signal, so that a better combustion effect is realized. Specifically, a threshold is preset in the ECU, and when the electric signal transmitted to the ECU by the explosion sensor is greater than the threshold, the ECU controls the ignition mechanism 115 to retard ignition. A threshold value is preset in the ECU, and when the electric signal transmitted to the ECU by the explosion sensor is less than or equal to the threshold value, the ECU controls the ignition mechanism 115 to ignite normally.

As shown in fig. 7 to 8, a mounting hole 1113f is provided in the cylinder block 1113, and the mounting hole 1113f is provided for a fastener to attach a component in the cylinder block 1113 to the cylinder block 1113. As one implementation, after the fastener is attached to the mounting hole 1113f and the assembly is completed, the fastener is completely sunk into the mounting hole 1113f and does not protrude from the outer surface of the cylinder block 1113, so that the protruding portion of the fastener can be prevented from affecting the flatness of the cylinder block 1113, while the joint surface of the fastener and the mounting hole 1113f can be prevented from being deformed by stress. The mounting hole 1113f is provided as a threaded counter bore, the mounting hole 1113f comprises a counter bore portion 1113g and a connecting portion 1113n, the fastener is abutted to the counter bore portion 1113g, the connecting portion 1113n is in threaded connection with the fastener, and the counter bore portion 1113g is used for increasing the contact area between the mounting hole 1113f and the fastener so that the connection between the fastener and the mounting hole 1113f is stable and reliable. The countersink 1113g is formed by casting, i.e., the cylinder block 1113 and the countersink 1113g are formed by casting at the same time, in a manner that facilitates the machining of the mounting hole 1113f in the cylinder block 1113, thereby reducing manufacturing costs. As one implementation, countersink region 1113g includes a first portion 1113h and a second portion 1113m, the first portion 1113h being configured as a vertical region, the second portion 1113m being configured as a rounded region, the first portion 1113h and the second portion 1113m being configured substantially continuously. Wherein the depth of the first portion 1113h is set to 1mm or more and 3mm or less. The inner diameter of the first portion 1113h is larger than the outer diameter of the fastener, and the difference between the inner diameter of the first portion 1113h and the outer diameter of the fastener is 1mm or more and 2mm or less. With the above arrangement, it is possible to ensure that the fastener is reliably inserted into the mounting hole 1113f and positioned within the mounting hole 1113 f. In addition, by providing the countersink 1113g as a cast form, increased supply and demand for post-processing can be avoided while also reducing the design and manufacturing costs of the cylinder block 1113.

As shown in fig. 9 to 10, the cylinder block 1113 surrounds a housing space 1113p, and the engine 11 further includes a side cover 1113q for closing at least part of the housing space 1113 p. As one implementation, the side cover 1113q is detachably connected to the cylinder block 1113. The side cover 1113q is provided with a plurality of first coupling holes 1113qa, and the first coupling holes 1113qa are coupled to the cylinder block 1113 by being engaged with the mounting holes 1113f of the cylinder block 1113. The side cover 1113q is further provided with a water pump assembly 11aa, an oil cooler 11b, an oil filter 11c, a magneto 118, and a rotation speed sensor 11d. Wherein, the water pump assembly 11aa is disposed at the upper left corner of the side cover 1113q at a side remote from the cylinder block 1113 and is fixed to the side cover 1113q by bolts, and the side cover 1113q is further provided with a water outlet hole 1113qb and a second connection hole 1113qc. The second connection holes 1113qc are distributed around the water outlet holes 1113qb, and the water outlet holes 1113qb can pass through the water pipe in the water supply pump assembly 11 aa. The engine oil cooler 11b is arranged at the upper right corner of the side cover 1113q and is fixed to the side cover 1113q through bolts, the side cover 1113q is further provided with a water inlet 1113qd, a first oil inlet 1113qe and an oil return opening 1113qf, the water inlet 1113qd, the oil inlet and the oil return opening 1113qf are connected with the engine oil cooler 11b, the water inlet 1113qd is provided with a first groove, and a first sealing ring is arranged on the first groove, so that a waterway can be sealed. The first oil inlet 1113qe is provided with a second groove, and the second groove is provided with a second sealing ring, so that an oil way can be sealed. The oil filter 11c is disposed at a lower right corner of the side cover 1113q on a side away from the cylinder block 1113, and is fixed to the side cover 1113q by bolts. The side cover 1113q is provided with a second oil inlet 1113qh and an oil outlet 1113qk, and the second oil inlet 1113qh and the oil outlet 1113qk are communicated to the oil filter 11c.

The magneto 118 includes a stator assembly 1182, and the stator assembly 1182 is disposed on a side of the side cover 1113q near the cylinder block 1113, that is, on an inner side of the cylinder block 1113. The stator assembly 1182 is bolted to the side cover 1113q, and the side cover 1113q is further provided with a notch 1113qg, the notch 1113qg being accessible to wires connected to the stator assembly 1182 and sealed by a seal.

The rotation speed sensor 11d is provided on the left side of the side cover 1113q on the side away from the cylinder block 1113, and is fixed to the cylinder block 1113 by bolts. Through the arrangement, the water pump assembly 11aa, the oil cooler 11b, the oil filter 11c, the magneto 118 and the rotation speed sensor 11d can be integrated on the side cover 1113q, so that the peripheral layout of the engine 11 is more compact, the occupied space in the whole vehicle is reduced, and the weight of the engine 11 is reduced; and the assembly integration degree is improved.

As shown in fig. 11 to 12, a block water jacket 1113y is provided in the cylinder block 1113, the block water jacket 1113y is provided around the combustion chamber, and a heat exchange medium flows in the block water jacket 1113y for taking out heat in the combustion chamber. As one implementation, the block water jacket 1113y includes a first path 1113ya and a second path 1113yb, where the paths extend substantially in a first direction and the second path 1113yb extends substantially in a second direction. As one implementation, the cylinder block 1113 is provided with a plurality of combustion chambers that divide the first path 1113ya and the second path 1113yb. The cylinder block 1113 is provided with an inlet and an outlet, and the heat exchange medium flows in from the inlet and flows out from the outlet after flowing through the entire combustion chamber. It will be appreciated that since the cylinder block 1113 itself is not necessarily a completely symmetrical piece, the heat exchange medium flowing in from the inlet is not passed through the combustion chamber in a completely symmetrical manner by the first and second paths 1113ya, 1113yb, respectively, resulting in a pressure differential between the heat exchange medium in the first and second paths 1113ya, 1113yb. As one implementation, a heat dissipating structure 1113yc is also provided between the spaced cylinder bores. The heat dissipation structure 1113yc may communicate with the first path 1113ya and the second path 1113yb, so that the heat exchange medium flows through the heat dissipation structure 1113yc by using a pressure difference between the first path 1113ya and the second path 1113yb, thereby taking away heat in the combustion chamber near the heat dissipation structure 1113yc, and optimizing a cooling effect of the combustion chamber. As one implementation, the heat dissipation structure 1113yc is set to a heat dissipation groove or a heat dissipation through hole, and when the heat dissipation structure 1113yc is set to a heat dissipation groove, the groove width of the heat dissipation structure 1113yc is set to 1mm or more and 2mm or less. Further, the groove width of the heat dissipation structure 1113yc is set to be 1.2mm or more and 1.8mm or less. Further, the groove width of the heat dissipation structure 1113yc is set to be 1.4mm or more and 1.6mm or less. In order to better remove the heat in the combustion chamber, the groove depth of the heat dissipation structure 1113yc is also set within a predetermined range. Specifically, the groove depth of the heat dissipation structure 1113yc is set to 3mm or more and 7mm or less. Further, the groove depth of the heat dissipation structure 1113yc is set to 4mm or more and 6mm or less. Further, the groove depth of the heat dissipation structure 1113yc is set to be 4.5mm or more and 5.5mm or less. By such arrangement, the heat radiation structure 1113yc can be made to improve the heat radiation efficiency of the combustion chamber and also ensure the strength of the cylinder block 1113. As one implementation, the heat dissipation structure 1113yc is disposed between a plurality of spaced cylinder bores, i.e., a plurality of heat dissipation structures 1113yc are spaced in the cylinder block 1113 so as to communicate with the first path 1113ya and the second path 1113yb at the same time. It will be appreciated that the first path 1113ya and the second path 1113yb are always pressure differential, so that the heat exchange medium in the plurality of heat dissipation structures 1113yc can always flow.

As shown in FIG. 14, the crank-link mechanism 114 includes a crankshaft 1141, the crankshaft 1141 being at least partially disposed in the crankcase 1114 and in rotational communication with the crankcase 1114. The crankcase 1114 includes a first support portion 1114a and a second support portion 1114b, and the crankshaft 1141 is disposed on the first support portion 1114a and the second support portion 1114b and supported by the first support portion 1114a and the second support portion 1114 b. The first support portion 1114a and the second support portion 1114b are provided with an oil seal 1114c, and the oil seal 1114c is configured to prevent leakage of a liquid such as a lubricant in the crankcase 1114. At least one of the first support part 1114a and the second support part 1114b is provided with a guide surface 1114d, the guide surface 1114d may be provided at an end of the first support part 1114a near the second support part 1114b, and the guide surface 1114d may be provided at an end of the second support part 1114b near the first support part 1114 a. The guide surface 1114d includes a first guide end 1114da and a second guide end 1114db, the first guide end 1114da being disposed such that the guide surface 1114d is close to an end of the crankshaft 1141, the second guide end 1114db being disposed away from an end of the crankshaft 1141, the first guide end 1114da being higher than the second guide end 1114db in such a manner that the guide surface 1114d can guide lubrication fluid, cooling fluid, etc. in the crankcase 1114 back to the oil pan 1115. As an alternative embodiment, the guide surface 1114d may be provided as a beveled plane, the guide surface 1114d may also be provided as a curved surface, and the guide surface 1114d may also be provided with a combination of curved and planar surfaces. Wherein lead face 1114d is configured to be cast simultaneously with crankcase 1114 to reduce manufacturing costs.

As shown in fig. 13-16, a crankshaft 1114 is provided with a crankshaft gear 1114e that seals at least a portion of the crankshaft 1141 and limits axial and radial displacement of the crankshaft 1141. As an implementation manner, the crankshaft 1141 is provided with a first limiting part 1114ea and a second limiting part 1114ec, and the first limiting part 1114ea and the second limiting part 1114ec are disposed at two sides of the crankshaft 1141 and integrally formed with the crankshaft 1141, and can limit axial displacement of the crankshaft 1141 in a matching manner. Specifically, the first and second stopper portions 1114ea and 1114ec are provided as protrusions on the crankshaft 1141. Here, taking the first stopper 1114ea as an example, in a preset direction parallel to the rotational direction of the crankshaft 1141, the first stopper 1114ea protrudes to a preset distance in the preset direction. By such a design, the first and second stopper portions 1114ea and 1114ec can fill the gap between the two cranks and the crankshaft 1141 gear. So that the clearance between the crank and the first spacing portion 1114ea is less than a preset value, and the clearance between the crank and the second spacing portion 1114ec is also less than a preset value. By filling the gap between the two cranks and the crankshaft 1141, the axial displacement of the crankshaft 1141 generated during rotation is limited, thereby improving the stability of rotation of the crankshaft 1141. Further, in order to reduce wear occurring when the crankshaft 1141 contacts the first stopper 1114ea and the second stopper 1114ec, the first stopper 1114ea is provided with a first lightening hole 1114eb, and the second stopper 1114ec is provided with a second lightening hole 1114ed. The first and second lightening holes 1114eb and 1114ed communicate with the inner space of the crank case 1114, so that the lubricating oil can flow into the contact surface between the crank shaft 1141 and the first limit part 1114ea, and the lubricating oil can also flow into the contact surface between the crank shaft 1141 and the second limit part. This arrangement not only increases the lubrication effect between the crankshaft 1141 and the first and second stopper portions 1114ea and 1114ec, reduces wear between the first and second stopper portions 1114ea and 1114ec, but also reduces the weight of the crankcase 1114 while not affecting the strength of the first and second stopper portions 1114ea and 1114 ec.

The crank mechanism 114, as shown in fig. 17-18, includes a balance shaft 1114f, the balance shaft 1114f being at least partially disposed within the crankcase 1114 and rotatably coupled to the crankcase 1114, the balance shaft 1114f being configured to balance and reduce vibrations of the crank mechanism 114. A first locating structure 1114g is provided on the crankcase 1114, a second locating structure 1114fa is provided on the balance shaft 1114f, and the first locating structure 1114g and the second locating structure 1114fa are snapped to limit axial movement of the balance shaft 1114 f. Specifically, the balance shaft 1114f extends at least partially toward the crankcase 1114 and is formed with a second locating feature 1114fa. As an alternative embodiment, the second locating feature 1114fa is configured as a locating protrusion having a receiving groove 1114fb, the first locating feature 1114g is configured as a locating protrusion, and the first locating feature 1114g is configured in the receiving groove 1114 fb. More specifically, the second positioning structure 1114fa includes a first protrusion 1114fc and a second protrusion 1114fd, the first positioning structure 1114g is disposed between the first protrusion 1114fc and the second protrusion 1114fd, one end of the first positioning structure 1114g abuts the first protrusion 1114fc, the other end of the first positioning structure 1114g abuts the second protrusion 1114fd, and the balance shaft 1114f is rotatable relative to the first positioning structure 1114 g. Specifically, the first positioning structure 1114g includes a first protrusion 1114ga and a second protrusion 1114gb, the first protrusion 1114ga and the first protrusion 1114fc abut, and the second protrusion 1114fd and the second protrusion 1114gb abut. The first positioning structure 1114g and the second positioning structure 1114fa of this setting mode have higher joint intensity, are difficult for breaking failure, have better reliability. As another alternative, the first positioning structure 1114g is configured as a limit slot, the second positioning structure 1114fa is configured as a positioning protrusion, and the second positioning structure 1114fa is configured in the first positioning structure 1114g and is rotatable with respect to the first positioning structure 1114 g. The first and second positioning structures 1114g, 1114fa of this arrangement are simple in structure and easy to manufacture.

As one implementation, engine 11 further includes a starter 11f, and starter 11f drives rotation of crankshaft 1141 via a starter gear 11 fa. The crankshaft 1141 is further provided with an oil pump gear 1161, and the oil pump gear 1161 is fixedly connected with the crankshaft 1141 and can synchronously rotate along with the crankshaft 1141. As one implementation, the starter gear 11fa is disposed between the oil pump gear 1161 and the magneto 118. As one implementation, starter gear 11fa rotates crankshaft 1141 via one-way clutch 12. When the starter gear 11fa drives the one-way clutch 12 to rotate, the one-way clutch 12 is disengaged to a preset distance, so that the high-speed rotation of the crankshaft 1141 is avoided to drive the starter 11f to rotate, and the starter 11f is burnt out. It can be appreciated that the starter gear 11fa has a preset movement gap along the rotation direction of the crankshaft 1141, so as to avoid the starter gear 11fa from generating play after the crankshaft 1141 is started, thereby affecting the operation of other components, the present application limits the axial play of the starter gear 11fa by the oil pump gear 1161 and the magneto housing 1181, thereby avoiding the starter gear 11fa from affecting other components. It is understood that the oil pump gear 1161 and the starter gear 11fa have a predetermined gap therebetween. The gap can accommodate the starter gear 11fa on the one hand and can also allow the starter gear 11fa to disengage the one-way clutch 12 on the other hand.

The valve train 112 includes an intake assembly 1122, an exhaust assembly 1123, an oil filter 11c, a boost assembly 1121, an intercooler 1126, a throttle assembly 1127, an intake manifold 1128, and an exhaust manifold 1129. An intake assembly 1122 is provided at the front end of the engine 11 and an exhaust assembly 1123 is provided at the rear end of the engine 11. This arrangement is advantageous in improving the smoothness of intake and exhaust of the engine 11. One end of intake subassembly 1122 communicates external space, and the other end of intake subassembly 1122 communicates to the one end of oil cleaner 11c, and the other end of oil cleaner 11c communicates the one end of booster assembly 1121, and the other end of booster assembly 1121 communicates the one end of intercooler 1126, and the other end of intercooler 1126 communicates the one end of throttle subassembly 1127, and the other end of throttle subassembly 1127 communicates the one end of intake manifold 1128, and the other end of intake manifold 1128 communicates the combustion chamber. Intercooler 1126 extends in a preset plane, and engine 11 has a mounting surface mounted to ATV 200, the preset plane obliquely intersecting the mounting surface, and an angle between the preset plane and the mounting surface being 80 ° or more and 90 ° or less. Further, the preset plane of the intercooler 1126 faces the head direction of the all-terrain vehicle 200, and the included angle between the preset plane and the installation surface is set to 85 °. By such an arrangement, the cooling effect of the intercooler 1126 can be made better, and the structure of the entire powertrain 100 can be made more compact. The intake assembly 1122 is configured to intake air and deliver the air to the oil filter 11c. The oil filter 11c is used to filter out impurities such as dust and moisture in the air and to transfer the air to the supercharging assembly 1121. The booster component 1121 can increase the pressure of air in the valve train 112, and when the valve train 112 needs to increase the intake air, the booster component 1121 is utilized to generate pressure to increase the intake air amount and increase the intake air tumble intensity, thereby increasing the oxygen content of the intake air of the engine 11 and improving the dynamic performance of the ATV 200. As the pressure of the air is increased by the supercharging assembly 1121, the internal energy of the air increases with the increase in air pressure, and the supercharging assembly 1121 also transfers the high temperature air to the intercooler 1126, and the intercooler 1126 cools the high temperature air, thereby reducing the heat load of the engine 11. The throttle assembly 1127 controls the amount of air entering the combustion chamber so that the engine 11 can accommodate different operating conditions and improves the power and fuel economy of the engine 11. The valve train 112 further includes a gas line assembly 112a, and the air intake assembly 1122, the oil filter 11c, the booster assembly 1121, the intercooler 1126, the throttle assembly 1127, and the combustion chamber are interconnected by the gas line assembly 112 a.

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

1. An all-terrain vehicle comprising:

a frame;

a body panel disposed at least partially on the frame;

an engine comprising a crankcase and a crankshaft at least partially disposed in the crankcase;

the walking assembly is in transmission connection with the engine;

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

the crankcase includes a first support portion for supporting the crankshaft, the first support portion being provided with a guide surface that extends at least partially downward.

2. The all-terrain vehicle of claim 1, characterized in that the guide surface comprises a first guide end proximal to the crankshaft and a second guide end distal to the crankshaft, the first guide end being higher than the second guide end.

3. The all-terrain vehicle of claim 1, characterized in that the guide surface is configured as a curved surface.

4. The all-terrain vehicle of claim 1, characterized in that the guide surface is provided as a planar surface.

5. The all-terrain vehicle of claim 1, characterized in that the guide surface is provided as a combination of curved and planar surfaces.

6. The all-terrain vehicle of claim 1, characterized in that the guide surface and the crankcase are integrally formed.

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

and a second support portion also provided with the guide surface.

8. The all-terrain vehicle of claim 7, characterized in that the guide surface is disposed at an end of the first support portion adjacent the second support portion and/or an end of the second support portion adjacent the first support portion.

9. The all-terrain vehicle of claim 1, wherein the engine further comprises a cylinder block, the cylinder block further provided with a mounting hole, the mounting hole comprising a countersink region, the countersink region configured to be cast.

10. The all-terrain vehicle of claim 9, wherein the countersink region comprises a first portion disposed as a vertical region and a second portion disposed as a rounded region.