All-terrain vehicle
By installing an integrated oil baffle plate and optimizing the oil return hole design on the crankcase of the all-terrain vehicle, the problem of lubricating oil accumulating or flowing back on steep terrain is solved, improving the vehicle's passability and handling.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG CFMOTO POWER CO LTD
- Filing Date
- 2022-07-29
- Publication Date
- 2026-05-12
AI Technical Summary
When all-terrain vehicles face steep or large slopes, the lubricating oil in the oil pan is prone to accumulate or backflow, resulting in insufficient oil pressure and inability to supply oil, which affects the vehicle's ability to pass.
An integrated oil baffle is installed on the crankcase of the all-terrain vehicle. The projected area ratio of the oil baffle is adjusted to 0.08 to 0.2, and the design of the oil return hole is optimized to ensure effective return of lubricating oil and avoid insufficient oil pressure.
It improves the all-terrain vehicle's ability to traverse difficult terrains, reduces production costs, and enhances vehicle handling and driving quality.
Smart Images
Figure CN117508410B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicles, and in particular to an all-terrain vehicle. Background Technology
[0002] All-terrain vehicles (ATVs), also known as "all-terrain four-wheel off-road vehicles," are simple, practical, and have excellent off-road performance. In real-world use, ATVs face various complex terrains, especially steep slopes. Excessive tilting can cause lubricating oil to accumulate on one side of the oil pan or flow back into the crankcase, resulting in insufficient oil pressure and preventing the oil pump from supplying oil. This prevents the ATV from traversing the difficult terrain and reduces its practical effectiveness in actual use. Summary of the Invention
[0003] In order to overcome the shortcomings of the existing technology, the purpose of this invention is to provide an all-terrain vehicle that can improve climbing performance.
[0004] To achieve the above objectives, the present invention adopts the following technical solution:
[0005] An all-terrain vehicle includes a frame; a body panel, at least partially disposed on the frame; a running gear for supporting the all-terrain vehicle; and a power assembly, at least partially disposed on the frame, including an engine; the engine includes an ignition mechanism, a crankcase, and an oil pan connected to the crankcase, the crankcase including an oil baffle, the oil baffle and the crankcase being integrally formed; an oil return hole is formed on the oil baffle, and on a projection plane perpendicular to the ignition mechanism, the projected area of the oil return hole along the axial direction of the ignition mechanism on the projection plane is a first projected area S1, and the projected area of the oil baffle along the axial direction of the ignition mechanism on the projection plane is a second projected area S2, the ratio of the first projected area and the second projected area is greater than or equal to 0.08 and less than or equal to 0.2.
[0006] Furthermore, the ratio of the first projected area to the second projected area is greater than or equal to 0.09 and less than or equal to 0.11.
[0007] Furthermore, the crankcase forms a first accommodating space around itself, the oil pan forms a second accommodating space around the crankcase, and the oil baffle divides the first and second accommodating spaces.
[0008] Furthermore, the oil return hole connects the first accommodating space and the second accommodating space.
[0009] Furthermore, the first projected area S1 is greater than or equal to 1970 mm². 2 And less than or equal to 2970mm 2 .
[0010] Furthermore, the first projected area S1 is greater than or equal to 2220 mm².2 And less than or equal to 2720mm 2 .
[0011] Furthermore, the second projected area S2 is greater than or equal to 20600 mm². 2 And less than or equal to 31000mm 2 .
[0012] Furthermore, the second projected area S2 is greater than or equal to 23200 mm². 2 And less than or equal to 28400mm 2 .
[0013] Furthermore, the engine also includes a crankshaft connecting rod mechanism, and the minimum distance D between the crankshaft connecting rod mechanism and the oil baffle is greater than or equal to 2 mm and less than or equal to 5 mm.
[0014] Furthermore, the crankcase has a first bearing housing, a second bearing housing, and a third bearing housing, with the second bearing housing disposed between the first bearing housing and the third bearing housing; the oil return hole is at least partially disposed between the first bearing housing and the second bearing housing, and is also at least partially disposed between the second bearing housing and the third bearing housing.
[0015] By setting an oil baffle that is integrally formed with the engine, and setting the ratio of the first projected area and the second projected area of the oil baffle to be greater than or equal to 0.08 and less than or equal to 0.2, the production cost of the engine is reduced, and the situation where the all-terrain vehicle cannot move due to insufficient oil pressure when driving on difficult terrain is avoided, thereby improving the all-terrain vehicle's ability to pass through difficult terrain. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the overall structure of the all-terrain vehicle in the embodiments of this application.
[0017] Figure 2 This is a partial structural diagram of the all-terrain vehicle in the embodiments of this application.
[0018] Figure 3 This is a schematic diagram of the power component in the embodiments of this application.
[0019] Figure 4 This is an exploded view of the power component in the embodiment of this application.
[0020] Figure 5 This is a cross-sectional view of the power assembly in the embodiment of this application.
[0021] Figure 6 This is an exploded view of the cylinder head cover in the embodiment of this application.
[0022] Figure 7 This is a schematic diagram of the first cover in the embodiment of this application.
[0023] Figure 8 This is a schematic diagram of the second cover in the embodiments of this application.
[0024] Figure 9 This is a schematic diagram of the connection of the air filter in the embodiment of this application.
[0025] Figure 10 This is a top view of the cylinder head in the embodiment of this application.
[0026] Figure 11 In the embodiments of this application Figure 10 Enlarged view of point A.
[0027] Figure 12 This is a cross-sectional view of the cylinder head in an embodiment of this application.
[0028] Figure 13 This is a schematic diagram of the oil return groove in the embodiment of this application.
[0029] Figure 14 This is a schematic diagram showing the connection between the balancing mechanism and the crankcase in the embodiments of this application.
[0030] Figure 15 This is a schematic diagram of the lubrication system in the embodiments of this application.
[0031] Figure 16 This is a top view of the crankcase in the embodiment of this application.
[0032] Figure 17 This is a cross-sectional view of the oil baffle in the embodiment of this application. Detailed Implementation
[0033] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.
[0034] like Figures 1 to 3 As shown, an all-terrain vehicle 100 includes a frame 11, a body panel 12, a running gear 13, a transmission assembly 14, an engine 15, and a generator 16. The frame 11 is a metal frame that supports the body panel 12, engine 15, generator 16, and transmission assembly 14. The body panel 12 is at least partially mounted on the frame 11 and protects the all-terrain vehicle 100. The engine 15 and generator 16 together constitute the power assembly of the all-terrain vehicle 100. The power assembly transmits power to the running gear 13 via the transmission assembly 14, thereby causing the running gear 13 to move. The power assembly is at least partially mounted on the frame 11 and provides a power source for the all-terrain vehicle 100. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1The front, back, left, right, top, and bottom sides are shown.
[0035] As shown in Figure 2, in one implementation, the all-terrain vehicle 100 includes a first accommodating space 101 and a second accommodating space 102 distributed along the front-rear direction, wherein the first accommodating space 101 is located in front of the second accommodating space 102. Further, the first accommodating space 101 is configured as a driver's cab for passengers to ride in the all-terrain vehicle 100, and the second accommodating space 102 is used to house the power unit.
[0036] The all-terrain vehicle 100 also includes a fuel reservoir (not shown in the figure), which is at least partially mounted on the frame 11 and disposed within the second receiving space 102. Further, the transmission assembly 14 is configured as a driveshaft extending along the longitudinal direction of the all-terrain vehicle 100. To balance the weight of the all-terrain vehicle 100, a power assembly is disposed in the second receiving space 102, with the power assembly located to the left of the driveshaft and the fuel reservoir disposed to the right of the driveshaft. The power assembly and fuel reservoir balance the weight of the all-terrain vehicle 100 in the lateral direction, thereby balancing the weight distribution of the all-terrain vehicle 100. Alternatively, to balance the weight of the all-terrain vehicle 100, the power assembly is disposed in the second receiving space 102, with the power assembly located to the right of the driveshaft and the fuel reservoir disposed to the left of the driveshaft. The power assembly and fuel reservoir balance the weight of the all-terrain vehicle 100 in the lateral direction, thereby balancing the weight distribution of the all-terrain vehicle 100. This configuration shifts the center of gravity of the all-terrain vehicle 100 forward, which improves the handling of the all-terrain vehicle 100 and enhances the driving experience.
[0037] like Figure 2 As shown, the all-terrain vehicle 100 also includes a controller assembly 17, which is disposed in the second receiving space 102 and is used to control the all-terrain vehicle 100. The controller assembly 17 includes a first controller 171 and a second controller (not shown in the figure). The first controller 171 is used to control the power assembly of the all-terrain vehicle 100, controlling the power output of the generator 16, the start or stop of the engine 15, and the energy conversion between the engine 15 and the generator 16. The second controller is used to control the electronic components of the all-terrain vehicle 100, wherein the electronic components refer to functional components such as the temperature control module, lighting module, and instrument display module disposed in the all-terrain vehicle 100. Specifically, the second controller is at least partially disposed on the upper side of the fuel reservoir assembly.
[0038] like Figure 3 and Figure 4As shown, in one implementation, the engine 15 includes a crankshaft connecting rod mechanism 151 and a housing assembly 159. The housing assembly 159 includes a cylinder head 1592 and a crankcase 1594. The crankshaft connecting rod mechanism 151 includes a crankshaft 1511 disposed on the crankcase 1594. When the power assembly is disposed on one side of the transmission assembly 14, the rotational center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, and the generator 16 is at least partially disposed on the rear side of the engine 15. A first controller 171 is disposed within the second receiving space 102, and the first controller 171 is at least partially disposed above the generator 16, and is disposed near the cylinder head 1592. It can be understood that when the rotational center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, the generator 16 can also be at least partially disposed on the front side of the engine 15. The above settings can balance the weight distribution of the all-terrain vehicle 100, thereby shifting the center of gravity of the all-terrain vehicle 100 forward, which is beneficial to improving the handling of the all-terrain vehicle 100 and enhancing the driving experience.
[0039] As another implementation, when the power assembly is located on one side of the transmission assembly 14, the rotation center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, and the generator 16 is at least partially located on the rear side of the engine 15. The first controller 171 is located within the second receiving space 102, and the first controller 171 is at least partially located above the second controller. It is understood that when the rotation center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, the generator 16 can also be at least partially located on the front side of the engine 15. Through the above arrangement, the weight distribution of the all-terrain vehicle 100 can be balanced, thereby shifting the center of gravity of the all-terrain vehicle 100 forward. This is beneficial for improving the handling of the all-terrain vehicle 100, enhancing the driving experience, and also facilitates the centralized arrangement of high-voltage wiring harnesses, avoiding the crossing of high and low voltage wiring harnesses.
[0040] As another implementation, when the power assembly is located on one side of the transmission assembly 14, the rotation center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14, and the rotation center line of the crankshaft 1511 extends substantially along the left-right direction of the all-terrain vehicle 100. The generator 16 is at least partially located on the left side of the engine 15. The first controller 171 is located within the second receiving space 102, and is at least partially located above the generator 16, near the cylinder head 1592. It is understood that when the rotation center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14, the generator 16 can also be at least partially located on the right side of the engine 15. Through the above arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, shifting the center of gravity of the all-terrain vehicle 100 forward, which is beneficial for improving the handling of the all-terrain vehicle 100 and enhancing the driving experience.
[0041] As another implementation, when the power assembly is located on one side of the drive shaft, the rotation center line of the crankshaft 1511 is substantially perpendicular to the axis of the transmission assembly 14, and the rotation center line of the crankshaft 1511 extends substantially along the left-right direction of the all-terrain vehicle 100. The generator 16 is at least partially located on the left side of the engine 15. The first controller 171 is located within the second receiving space 102, and is at least partially located above the second controller. It is understood that when the rotation center line of the crankshaft 1511 is substantially perpendicular to the axis of the transmission assembly 14, the generator 16 can also be at least partially located on the right side of the engine 15. Through the above arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, thereby shifting the center of gravity of the all-terrain vehicle 100 forward. This improves the handling of the all-terrain vehicle 100, enhances the driving experience, and facilitates the centralized arrangement of high-voltage wiring harnesses, avoiding the crossing of high and low voltage wiring harnesses.
[0042] like Figure 3 and Figure 4 As shown, specifically, the housing assembly 159 also includes a cylinder head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594, and an oil pan 1595. The cylinder head cover 1591 is connected to one end of the cylinder head 1592 and is used to seal the cylinder head 1592 to prevent lubricating oil leakage. The end of the cylinder head 1592 away from the cylinder head cover 1591 is connected to the cylinder block 1593. The cylinder head 1592 and the cylinder block 1593 form a basically sealed space for sealing gases and creating a space for combustion of the combustible mixture to withstand the high-temperature, high-pressure gases generated during engine 15 operation. The end of the cylinder block 1593 away from the cylinder head 1592 is connected to the crankcase 1594. The cylinder block 1593 and the crankcase 1594 are the basic structure of the engine 15. The oil pan 1595 seals the crankcase 1594. The connection between the oil pan 1595 and the crankcase 1594 forms an oil storage space 1595a, used to collect and store lubricating oil free within the engine 15. The generator 16 is located on one side of the crankcase 1594. The engine 15 drives the generator 16 to work, thereby converting mechanical energy into electrical energy.
[0043] As one implementation, mounting points (not shown in the figure) are formed on the housing assembly 159. The power unit is connected to the frame 11 via the mounting points and fasteners. Specifically, the mounting points can be located on the side of the housing assembly 159 closer to the generator 16, or on the side of the housing assembly 159 further away from the generator 16. Furthermore, the mounting points can also be reserved connection positions on the housing assembly 159 to accommodate expanded applications on different platforms. Through these arrangements, the power unit can be extended to different all-terrain vehicle 100 models, improving the flexibility of power unit assembly.
[0044] like Figure 4 and Figure 5 As shown, the engine 15 also includes a cam mechanism 152, an intake and exhaust mechanism 153, an ignition mechanism 154, a piston mechanism (not shown), a timing system 155, a balancing mechanism 156, a cooling system 157, and a lubrication mechanism 158. The housing assembly 159 forms a receiving space in which the cam mechanism 152, intake and exhaust mechanism 153, ignition mechanism 154, piston mechanism, timing system 155, crankshaft connecting rod mechanism 151, lubrication mechanism 158, balancing mechanism 156, and cooling system 157 are at least partially disposed. Furthermore, the receiving space includes a third receiving space 1592a, a fourth receiving space 1593a, and a fifth receiving space 1594a.
[0045] In one implementation, the cylinder head 1592 has a third receiving space 1592a, in which the cam mechanism 152, intake and exhaust mechanisms 153, ignition mechanism 154, timing system 155, lubrication mechanism 158, and cooling system 157 are at least partially disposed. The cylinder block 1593 has a fourth receiving space 1593a, in which the piston mechanism, lubrication mechanism 158, timing system 155, and cooling system 157 are at least partially disposed. The crankcase 1594 has a fifth receiving space 1594a, in which the crankshaft connecting rod mechanism 151, lubrication mechanism 158, balancing mechanism 156, timing system 155, and cooling system are at least partially disposed.
[0046] The intake and exhaust mechanism 153 includes an intake mechanism 1531 and an exhaust mechanism 1534. An ignition mechanism 154 is disposed between the intake mechanism 1531 and the exhaust mechanism 1534. Along the axial direction of the ignition mechanism 154, one end of the ignition mechanism 154 is located near the cylinder block 1593, and the other end of the ignition mechanism 154 is provided with a cam mechanism 152. The cam mechanism 152 includes a first camshaft 1521 and a second camshaft 1522. The first camshaft 1521 is located near the intake mechanism 1531, and the second camshaft 1522 is located near the exhaust mechanism 1534. The crankshaft connecting rod mechanism 151 includes a crankshaft 1511 and a connecting rod 1512. One end of the connecting rod 1512 is connected to the piston mechanism, and the other end of the connecting rod 1512 is connected to the crankshaft 1511. The crankshaft 1511 and the balance mechanism 156 are meshed via gears. When the piston mechanism reciprocates linearly within the cylinder block 1593, it drives the crankshaft 1511 to rotate via connecting rod 1512. The rotation of the crankshaft 1511, in turn, drives the balancing mechanism 156 to rotate, thereby reducing vibration during engine operation. One end of the timing system 155 is connected to the cam mechanism 152, and the other end is connected to the crankshaft connecting rod mechanism 151. The lubrication mechanism 158 includes an oil pump 1581 and a return oil passage (not shown). The oil pump 1581 delivers lubricating oil from the oil reservoir 1595a to various components of the engine 15, and the oil returns to the oil reservoir 1595a via the return oil passage. The cylinder block 1593 has a cylinder bore 1593b that extends through it to accommodate the piston mechanism. The cooling system 157 is at least partially arranged around the cylinder bore 1593b. The space between the ignition mechanism 154 and the cylinder block 1593 is the combustion chamber. The combustion chamber is configured as the space between the top of the piston mechanism and the bottom surface of the cylinder head 1592 after the piston mechanism reaches top dead center. Top dead center is the position where the top of the piston mechanism is furthest from the rotation center of the crankshaft 1511. One end of the crankshaft 1511 is connected to a generator 16, which drives the generator 16 to rotate, providing electricity to the all-terrain vehicle 100, thereby propelling the all-terrain vehicle 100.
[0047] like Figure 6As shown, the cylinder head cover 1591 includes a first cover 1591a and a second cover 1591b. When the cylinder head cover 1591 is connected to the cylinder head 1592, the second cover 1591b is disposed between the first cover 1591a and the cylinder head 1592, and the first cover 1591a and the second cover 1591b are fixedly connected. The first cover 1591a closes one end of the engine 15. The first cover 1591a and the second cover 1591b together constitute the oil-gas separation mechanism of the engine 15. Further, a first air intake 1591m is formed at one end of the cylinder head cover 1591, and the combustible mixture enters the cylinder head cover 1591 through the first air intake 1591m; an exhaust port 1591k is formed at the other end of the cylinder head cover 1591, and the combustible mixture exits the cylinder head cover 1591 through the exhaust port 1591k.
[0048] When engine 15 is running, the combustible mixture in the combustion chamber burns, resulting in blow-by. Blow-by refers to at least a portion of the combustible mixture leaking into the crankcase 1594 through the gap between the cylinder bore 1593b and the piston mechanism. This causes an increase in pressure inside the crankcase 1594, which in turn sends the combustible mixture from the crankcase 1594 sequentially through the fifth receiving space 1594a, the fourth receiving space 1593a, and the third receiving space 1592a into the cylinder head cover 1591. The cylinder head cover 1591 separates the lubricating oil from the combustible mixture.
[0049] like Figure 7 and Figure 8As shown, in one implementation, the cylinder head cover 1591 includes a first type of baffle 1591c, a second type of baffle 1591d, and a third type of baffle 1591e. The first type of baffle 1591c is located near the first air intake 1591m, the third type of baffle 1591e is located near the exhaust port 1591k, and the second type of baffle 1591d is located between the first type of baffle 1591c and the third type of baffle 1591e. Further, the first type of baffle 1591c and the cylinder head cover 1591 are integrally formed, and the first type of baffle 1591c is at least partially located on the first cover 1591a and at least partially located on the second cover 1591b. The first type of baffle 1591c is basically fishbone shaped and has multiple branching structures. Specifically, several guide channels 1591f are formed between the first type of baffles 1591c. When the combustible gas mixture enters the cylinder head cover 1591, it flows along the guide channel 1591f to the second type of baffle 1591d. More specifically, the first type of baffle 1591c and the guide channel 1591f together constitute a first separation mechanism in the cylinder head cover 1591 for separating lubricating oil. In this embodiment, the first separation mechanism is used to separate a first volume of lubricating oil from the combustible gas mixture, wherein the first volume of lubricating oil refers to lubricating oil with larger particles in the combustible gas mixture.
[0050] In one implementation, when the combustible gas mixture passes through the guide channel 1591f, at least a first volume of lubricating oil in the combustible gas mixture impacts the bifurcation of the first type of baffle 1591c and separates from the combustible gas mixture. Further, a first oil return hole 1591g is formed on the second cover 1591b, and the first oil return hole 1591g is located between the first type of baffle 1591c and the second type of baffle 1591d. The separated lubricating oil converges into the first oil return hole 1591g, which is connected to the oil return channel. The lubricating oil in the first oil return hole 1591g converges into the oil storage space 1595a through the oil return channel. When the combustible gas mixture passes through the guide channel 1591f, at least a first volume of lubricating oil in the combustible gas mixture impacts the second type of baffle 1591d and separates from the combustible gas mixture. The separated lubricating oil flows into the first oil return hole 1591g and then flows into the oil storage space 1595a along the oil return channel.
[0051] In one implementation, a second type of baffle 1591d is disposed on the second cover 1591b and is fixedly connected to the second cover 1591b. This fixed connection can be achieved by welding, by integrally forming the second type of baffle 1591d and the second cover 1591b, or by forming a detachable connection between the second type of baffle 1591d and the second cover 1591b. Furthermore, the second type of baffle 1591d is provided with a plurality of first through holes 1591h, the number of which can be adjusted according to actual conditions. When the combustible gas mixture passes through the second type of baffle 1591d, the combustible gas mixture passes through the first through holes 1591h, which increase the flow velocity of the combustible gas mixture. The accelerated combustible gas mixture then impacts the third type of baffle 1591e. The second separation mechanism is formed by the cooperation of the second type of baffle 1591d and the third type of baffle 1591e. The second separation mechanism is used to separate the second volume of lubricating oil in the combustible gas mixture. The second volume of lubricating oil refers to lubricating oil with smaller particles in the combustible gas mixture, and the first volume of the lubricating oil is greater than the second volume of the lubricating oil.
[0052] The third type of baffle 1591e is at least partially disposed on the first cover 1591a, and the third type of baffle 1591e and the first cover 1591a are integrally formed. An oil return gap is formed between the third type of baffle 1591e and the second type of baffle 1591d. Specifically, on a first straight line 103 parallel to the extending direction of the crankshaft 1511, the length of the oil return gap along the first straight line 103 is D1. As one implementation, the length D1 of the oil return gap is greater than or equal to 3.2 mm and less than or equal to 6 mm. Further, the length D1 of the oil return gap is greater than or equal to 3.6 mm and less than or equal to 5.5 mm. More specifically, the length D1 of the oil return gap is greater than or equal to 4 mm and less than or equal to 5 mm. Through the above arrangement, the separation effect of the second separation mechanism is improved, thereby increasing the fuel economy of the engine 15.
[0053] Understandably, by using the first and second separation mechanisms, the separation effect of the oil-gas separation mechanism is improved, thereby increasing the fuel economy of the engine 15.
[0054] As one implementation, a second oil return hole 1591j is also formed on the second cover 1591b, which is located between the third type baffle 1591e and the exhaust port 1591k. When lubricating oil passes through the first through hole 1591h and the oil return gap, it impacts the third type baffle 1591e and separates from the combustible mixture. The separated lubricating oil converges into the second oil return hole 1591j. Furthermore, the second oil return hole 1591j is connected to the oil return channel, and the lubricating oil in the second oil return hole 1591j converges into the oil storage space 1595a along the oil return channel. In addition, a second seal (not shown in the figure) is also provided in the second oil return hole 1591j to prevent the lubricating oil in the oil return channel from flowing back into the cylinder head cover 1591. The second cover 1591b also has a clearance member that is recessed into the cylinder head cover 1591 to allow clearance for components on the cylinder head 1592, thereby providing space for the components on the cylinder head 1592.
[0055] Understandably, when the combustible mixture enters the cylinder head cover 1591 through the first intake port 1591m, it flows through the guide channels 1591f. A first volume of lubricating oil is separated from the combustible mixture by the first type of baffle 1591c. The combustible mixture continues to flow to the second type of baffle 1591d, where another first volume of lubricating oil is separated. Further, the combustible mixture is accelerated through the first through-hole 1591h. The accelerated combustible mixture then impacts the third type of baffle 1591e, separating a second volume of lubricating oil from the combustible mixture. The combustible mixture then exits the cylinder head cover 1591 through the exhaust port 1591k. This configuration improves the separation effect of lubricating oil in the combustible mixture, thereby achieving lubricating oil circulation within the engine 15, improving the engine's economy, reducing lubricating oil consumption, and optimizing the engine's emissions.
[0056] like Figure 9 As shown, the intake mechanism 1531 also includes an air filter 1531a and an air delivery passage. Specifically, the air delivery passage can be configured as a detachably connected vent pipe 1531b, wherein the vent pipe 1531b can be made of rubber hose material, thereby improving the flexibility of the vent pipe 1531b arrangement; the vent pipe 1531b can also be made of metal pipe material, thereby reducing the space occupied by the intake mechanism 1531 on the engine 15. One end of the air filter 1531a is connected to the throttle valve mechanism, and the other end of the air filter 1531a is connected to the outside. The air filter 1531a is used to filter impurities and moisture in the air, preventing impurities and moisture from entering the engine 15 and causing damage to the engine 15.
[0057] As one implementation, the intake mechanism 1531 also includes an intake manifold 1532, on which a second intake port 1532c is formed. An exhaust port 1591k is formed on the cylinder head cover 1591, used to discharge the combustible mixture after oil separation from the cylinder head cover 1591. Further, one end of a vent pipe 1531b is connected to the exhaust port 1591k, and the other end of the vent pipe 1531b is connected to the intake manifold 1532 via the second intake port 1532c. When the combustible mixture is discharged from the exhaust port 1591k, it enters the second intake port 1532c along the vent pipe 1531b and is then transported to the intake manifold 1532. This prevents the combustible mixture after oil separation from the vent pipe 1531b from entering the air filter 1531a and wetting the filter element inside the air filter 1531a. With the above settings, the combustible mixture is re-sent to the intake manifold 1532 for secondary combustion, thereby improving the fuel economy of the engine 15.
[0058] As one implementation, the air filter 1531a also includes a connecting pipe 1531c, through which the air filter 1531a is connected to the throttle mechanism. Furthermore, the vent pipe 1531b is positioned away from the connecting pipe 1531c to prevent the combustible mixture after the lubricating oil separation from entering the air filter 1531a and wetting the filter element housed within the air filter 1531a.
[0059] As an alternative implementation, the second air intake 1532c can also be located on the connecting pipe 1531c. One end of the vent pipe 1531b is connected to the exhaust port 1591k, and the other end of the vent pipe 1531b is connected to the connecting pipe 1531c. When the combustible mixture is discharged from the exhaust port 1591k, it enters the connecting pipe 1531c along the vent pipe 1531b, and then passes sequentially through the throttle mechanism and the intake manifold 1532 along the connecting pipe 1531c, finally entering the engine 15 for secondary combustion. This arrangement prevents the separated combustible mixture from wetting the air filter element, reducing the filter element replacement cycle. Understandably, one end of the air supply channel can be set at any position between the housing of the air filter 1531a and the intake manifold 1532. By setting a second air inlet 1532c on the intake manifold 1532, the throttle mechanism, or the connecting pipe 1531c, the second air inlet 1532c is kept away from the filter element, so as to avoid the combustible mixture from getting wet after the filter element is separated, and reduce the replacement cycle of the filter element.
[0060] Understandably, when the combustible mixture after passing through the oil-gas separator is discharged from the cylinder head cover 1591, it still contains at least some fuel, air, and water vapor. By reintroducing this combustible mixture into the intake manifold 1532, the combustion efficiency of the combustible mixture is improved, thereby enhancing the economy of the engine 15 and improving the efficiency of resource utilization. By positioning one end of the vent pipe 1531b away from the air filter 1531a, water vapor is prevented from wetting the filter element, thus reducing the filter element replacement cycle.
[0061] like Figure 10 and Figure 11 As shown, in one implementation, the cylinder head 1592 has mounting holes 1592j and a first oil return hole 1592k. The cylinder head 1592 is connected to the cylinder block 1593 by fasteners and mounting holes 1592j. Specifically, the cylinder head 1592 includes a first end face and a second end face. The first end face is located on the side of the cylinder head 1592 near the cylinder head cover 1591, and the second end face is located on the side of the cylinder head 1592 near the cylinder block 1593. One end of the mounting hole 1592j is connected to the first end face, and the other end of the mounting hole 1592j is connected to the second end face. The number of first oil return holes 1592k is less than or equal to the number of mounting holes 1592j. It can be understood that the number of first oil return holes 1592k is at least one. Specifically, the first oil return hole 1592k is located near the mounting hole 1592j, and the end of the first oil return hole 1592k near the cylinder block 1593 communicates with the mounting hole 1592j, forming a through-hole. Specifically, when the cylinder head 1592 is connected to the cylinder block 1593 by fasteners, the fasteners are located near the through-hole, allowing lubricating oil to enter the first oil return hole 1592k and flow into the oil return channel along the gap between the through-hole and the fasteners. The first oil return hole 1592k collects and transports the lubricating oil accumulated on the first end face of the cylinder head 1592, and the lubricating oil flows through the first oil return hole 1592k and into the oil return channel. The number of first oil return holes 1592k can be adjusted according to actual conditions to meet the oil return efficiency of the engine 15 and reduce the processing cost of the engine 15.
[0062] As one implementation, a reinforcing rib 1592m is formed in the first oil return hole 1592k. Specifically, the reinforcing rib 1592m is integrally formed with the cylinder head. Further, on a first straight line 103 parallel to the extending direction of the crankshaft 1511, the reinforcing rib 1592m extends substantially in a direction perpendicular to the first straight line 103. When fasteners are installed in the mounting hole 1592j, the reinforcing rib 1592m enhances the structural strength of the mounting hole 1592j, preventing excessive tension on the mounting hole 1592j and thus avoiding damage to the cylinder head 1592. The width D2 of the reinforcing rib 1592m is distributed in a direction substantially parallel to the first straight line 103. As one implementation, the width D2 of the reinforcing rib 1592m is greater than or equal to 3.2mm and less than or equal to 4.8mm. Further, the width D2 of the reinforcing rib 1592m is greater than or equal to 3.6mm and less than or equal to 4.4mm. More specifically, the width D2 of the reinforcing rib 1592m is 4mm. This design enhances the structural strength of the mounting hole 1592j and allows lubricating oil to flow along the first return oil hole 1592k, forming a circulation path.
[0063] When the fastener is connected to the mounting hole 1592j, the fastener applies a force to the mounting hole 1592j in the radial direction. By increasing the wall thickness of the mounting hole 1592j, the structural strength of the cylinder head 1592 is ensured, preventing deformation of the cylinder head 1592 caused by the force applied by the fastener, and preventing this force from affecting the structure of the first oil return hole 1592k, thus improving the service life of the engine 15. Specifically, the mounting hole 1592j has a wall thickness of D3 distributed in the radial direction. As one implementation, the wall thickness D3 of the mounting hole 1592j is greater than or equal to 5 mm and less than or equal to 7 mm. Further, the wall thickness D3 of the mounting hole 1592j is greater than or equal to 5.3 mm and less than or equal to 6.7 mm. More specifically, the wall thickness D3 of the mounting hole 1592j is greater than or equal to 5.5 mm and less than or equal to 6.3 mm. The above-mentioned design improves the structural strength of the first oil return hole 1592k, saves space for the engine 15, makes the arrangement of various components more compact, and reduces the weight of the engine 15.
[0064] like Figure 12As shown, on a second straight line 104 parallel to the axis of the ignition mechanism 154, the distance D4 from the vertex of the through-hole to the first end face along the direction of the second straight line 104 is defined as the distance D4. The vertex of the through-hole refers to the endpoint on the through-hole with the smallest distance to the first end face. In one implementation, the distance D4 from the vertex of the through-hole to the first end face is greater than or equal to 20 mm and less than or equal to 44 mm. Further, the distance D4 from the vertex of the through-hole to the first end face is greater than or equal to 18 mm and less than or equal to 40 mm. More specifically, the distance D4 from the vertex of the through-hole to the first end face is greater than or equal to 16 mm and less than or equal to 36 mm. Through the above configuration, the structural strength of the first oil return hole 1592k is improved, and space is saved in the engine 15 arrangement, making the arrangement of various components more compact and reducing the weight of the engine 15.
[0065] like Figure 13 As shown, the crankcase 1594 has an oil return groove 1594b and an oil seal (not shown). The oil return groove 1594b is located on the side of the crankcase 1594 near the generator 16, and the oil seal is at least partially located in the oil return groove 1594b. The oil seal is substantially annular and is positioned substantially around one end of the crankshaft 1511. Furthermore, the oil seal is located between the oil return groove 1594b and the generator 16, thereby sealing the side of the crankcase 1594 near the generator 16 to prevent lubricating oil from flowing out of the engine 15. When the engine 15 is operating, the crankshaft 1511 is lubricated by lubricating oil, causing at least some of the lubricating oil to accumulate in the oil return groove 1594b. The crankcase 1594 also has a second oil return hole 1594c, through which the lubricating oil in the oil return groove 1594b is transported to the oil pan 1595, thus realizing a circulation path for the lubricating oil.
[0066] As one implementation, the second oil return hole 1594c is cast onto the crankcase 1594 and extends through the crankcase 1594. Furthermore, the second oil return hole 1594c extends substantially along the second straight line 104, with one end connected to the oil return groove 1594b and the other end connected to the oil storage space 1595a formed by the oil pan 1595. This design reduces the weight of the crankcase 1594, lowers processing costs, and enhances the structural strength of the engine 15 by casting the second oil return hole 1594c onto the crankcase 1594.
[0067] In one implementation, the projected area of the second oil return hole 1594c along the second straight line 104 on the second projection plane 106 is S1; the projected area of the oil return groove 1594b along the second straight line 104 on the second projection plane 106 is S2. In another implementation, the ratio of the projected area S1 of the second oil return hole 1594c to the projected area S2 of the oil return groove 1594b is greater than or equal to 0.16 and less than or equal to 0.26. Further, the ratio of the projected area S1 of the second oil return hole 1594c to the projected area S2 of the oil return groove 1594b is greater than or equal to 0.18 and less than or equal to 0.24. In this embodiment, the ratio of the projected area S1 of the second oil return hole 1594c to the projected area S2 of the oil return groove 1594b is equal to 0.21. Through the above settings, the flowability of lubricating oil is improved, the accumulation of lubricating oil at the oil return groove 1594b is reduced, and lubricating oil leakage caused by lubricating oil accumulation is avoided.
[0068] As one implementation method, the projected area S1 of the second oil return hole 1594c is greater than or equal to 270mm². 2 And less than or equal to 420mm 2 The projected area S2 of the oil return groove 1594b is greater than or equal to 1310 mm². 2 And less than or equal to 1970mm 2 Furthermore, the projected area S1 of the second oil return hole 1594c is greater than or equal to 310 mm². 2 And less than or equal to 380mm 2 The projected area S2 of the oil return groove 1594b is greater than or equal to 1470 mm². 2 And less than or equal to 1810mm 2 More specifically, the projected area S1 of the second oil return hole 1594c is greater than or equal to 270 mm². 2 And less than or equal to 344mm 2 The projected area S2 of the oil return groove 1594b is equal to 1640 mm². 2 The above settings improve the flowability of lubricating oil, reduce the accumulation of lubricating oil at the return oil groove 1594b, and prevent lubricating oil leakage caused by accumulation.
[0069] As one implementation method, each up-and-down movement of the piston mechanism will cause the engine 15 to vibrate twice, once up and once down. The vibration frequency of the engine 15 is related to the engine speed. To eliminate vibration, the common method used in all-terrain vehicles 100 is to set up a balancing mechanism 156.
[0070] like Figure 14As shown, a first bearing housing 1594d, a second bearing housing 1594e, and a third bearing housing 1594f are formed on the crankcase 1594. The first bearing housing 1594d is integrally formed with the crankcase 1594 and is disposed on the side of the crankcase 1594 near the timing system 155; the third bearing housing 1594f is integrally formed with the crankcase 1594 and is disposed on the side of the crankcase 1594 near the generator 16; the second bearing housing 1594e is integrally formed with the crankcase 1594 and is disposed between the first bearing housing 1594d and the third bearing housing 1594f, and the second bearing housing 1594e is disposed parallel to the first bearing housing 1594d and the third bearing housing 1594f.
[0071] The balancing mechanism 156 includes a first segment 1561, a second segment 1562, and a balancing block 1563. Specifically, the first segment 1561 and the second segment 1562 together constitute the balancing shaft of the balancing mechanism 156. The axis of the first segment 1561 and the axis of the second segment 1562 are substantially coincident. The first segment 1561 is connected to the second segment 1562, and the first segment 1561 and the second segment 1562 are integrally formed. A preset position 1564 of the balancing mechanism 156 is provided between the first segment 1561 and the second segment 1562. Further, the first segment 1561 is at least partially disposed on the first bearing seat 1594d, the second segment 1562 is at least partially disposed on the third bearing seat 1594f, and the preset position 1564 between the first segment 1561 and the second segment 1562 is at least partially disposed on the second bearing seat 1594e. The preset position 1564 on the balancing mechanism 156 provides rotatable support between the second bearing seat 1594e. Understandably, the first bearing housing 1594d, the second bearing housing 1594e, and the third bearing housing 1594f support the balancing mechanism 156, thereby reducing the deflection of the balancing mechanism 156 during the operation of the engine 15, preventing the balancing mechanism 156 from bending due to uneven force, and improving the service life of the balancing mechanism 156.
[0072] As one implementation, the balance block 1563 is at least partially disposed on the first segment 1561, and at least partially disposed on the second segment 1562. Further, the balance block 1563 can be made of iron ball material; alternatively, it can be made of other materials with high mechanical strength and low production cost, thereby reducing the production cost of the engine 15. In this embodiment, after CAE (Computer Aided Engineering) topology optimization, the weight of the balance block 1563 is reduced, thus reducing the workload of the engine 15. CAE topology optimization refers to reducing the consumption or cost of materials for the balance block 1563 through computer-aided solution analysis. Specifically, on a first projection plane (not shown in the figure) perpendicular to the direction of the first straight line 103, the projection of the balance block 1563 along the direction of the first straight line 103 on the first projection plane is essentially a fan shape; compared to the conventional design, where the projection of the balance block 1563 along the direction of the first straight line 103 on the first projection plane is essentially a semicircle. The above settings reduce the weight of the balance block 1563, reduce the deflection of the balancing mechanism 156 during engine 15 operation, prevent the balancing mechanism 156 from bending due to uneven force, and extend the service life of the balancing mechanism 156.
[0073] like Figure 15 As shown, the engine 15 also includes a lubrication mechanism 158, which is at least partially disposed in the housing assembly 159 by a casting process. Through the lubrication mechanism 158, lubricating oil in the oil reservoir 1595a is delivered to various components of the engine 15, achieving lubrication of each component, preventing wear between components, and improving the service life of each component within the engine 15.
[0074] In one implementation, the crankshaft connecting rod mechanism 151 further includes a first bearing assembly 1515, which is at least partially disposed on the crankcase 1594. Specifically, the first bearing assembly 1515 is rotatably connected to a first bearing housing 1594d, a second bearing housing 1594e, and a third bearing housing 1594f. Furthermore, the balancing mechanism 156 includes a first bearing 1565, a second bearing 1566, and a third bearing 1567. Specifically, the balancing mechanism 156 is rotatably connected to the first bearing housing 1594d via the first bearing 1565, to the second bearing housing 1594e via the second bearing 1566, and to the third bearing housing 1594f via the third bearing 1567. More specifically, the first bearing 1565 is located at the end of the balancing mechanism 156 away from the generator 16, the third bearing 1567 is located at the end of the balancing mechanism 156 close to the generator 16, and the second bearing 1566 is located between the first bearing 1565 and the third bearing 1567.
[0075] In one implementation, the lubrication mechanism 158 includes a first oil passage 1582, a second oil passage 1583, and a third oil passage 1584. Specifically, the first oil passage 1582 is at least partially disposed on the crankcase 1594 through a casting process, and the first oil passage 1582 is at least partially disposed on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 form a closed first oil passage 1582. The second oil passage 1583 is at least partially disposed on the crankcase 1594 through a casting process, and the second oil passage 1583 is at least partially disposed on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 form a closed second oil passage 1583. The third oil passage 1584 is at least partially disposed on the crankcase 1594 through a casting process, and at least partially disposed on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 form a closed third oil passage 1584. Further, one end of the first oil passage 1582 is connected to the first bearing assembly 1515, and the other end of the first oil passage 1582 is connected to the first bearing 1565. The first oil passage 1582 is at least partially disposed on the first bearing housing 1594d, and lubricating oil is transported along the first bearing assembly 1515 to the first bearing 1565 through the first oil passage 1582. By providing a separate oil passage between the first bearing assembly 1515 and the first bearing 1565, the lubrication effect on the balance mechanism 156 is improved. More specifically, the first bearing 1565 has several through holes for connecting to the first oil passage 1582. These through holes are located on the side of the first bearing 1565 closest to the cylinder block 1593, and also on the side of the first bearing 1565 closest to the crankcase 1594. Lubricating oil enters the first bearing 1565 through the through holes along the first oil passage 1582, improving the lubrication of the balancing mechanism 156, reducing the wear on the balancing mechanism 156, and extending the service life of the engine 15.
[0076] In one implementation, one end of the second oil passage 1583 is connected to the first bearing assembly 1515, and the other end is connected to the second bearing 1566. The second oil passage 1583 is at least partially disposed on the second bearing housing 1594e, and lubricating oil is transported along the first bearing assembly 1515 to the second bearing 1566 through the second oil passage 1583. By providing a separate oil passage between the first bearing assembly 1515 and the second bearing 1566, the lubrication effect on the balancing mechanism 156 is improved. Furthermore, the second bearing 1566 has several through holes formed for connecting the second oil passage 1583. The through holes of the second bearing 1566 are located on the side of the second bearing 1566 near the cylinder block 1593, and the through holes of the second bearing 1566 are also located on the side of the second bearing 1566 near the crankcase 1594. Lubricating oil enters the second bearing 1566 through the through hole of the second bearing 1566 via the second oil passage 1583, which improves the lubrication effect on the balancing mechanism 156, reduces the wear of the balancing mechanism 156, and extends the service life of the engine 15.
[0077] In one implementation, one end of the third oil passage 1584 is connected to the first bearing assembly 1515, and the other end is connected to the third bearing 1567. The third oil passage 1584 is at least partially disposed on the third bearing housing 1594f, and lubricating oil is transported along the first bearing assembly 1515 to the third bearing 1567 through the third oil passage 1584. By providing a separate oil passage between the first bearing assembly 1515 and the third bearing 1567, the lubrication effect on the balancing mechanism 156 is improved. Furthermore, several through holes for connecting the third oil passage 1584 are formed on the third bearing 1567. The through holes of the third bearing 1567 are located on the side of the third bearing 1567 near the cylinder block 1593, and the through holes of the third bearing 1567 are also located on the side of the third bearing 1567 near the crankcase 1594. Lubricating oil enters the third bearing 1567 through the through hole of the third bearing 1567 via the third oil passage 1584, which improves the lubrication effect on the balance mechanism 156, reduces the wear of the balance mechanism 156, and extends the service life of the engine 15.
[0078] like Figure 16 and Figure 17As shown, an oil baffle 1594g is also provided on the crankcase 1594, and the oil baffle 1594g is located on the side of the crankcase 1594 near the oil pan 1595. Furthermore, the oil baffle 1594g and the crankcase 1594 are integrally formed, thereby reducing the production cost of the oil baffle 1594g. Alternatively, the oil baffle 1594g can also be connected to the crankcase 1594 by fasteners, thus adapting the oil baffle 1594g to different engine structures and improving the assembly flexibility of the oil baffle 1594g. Through the above-mentioned design, it is prevented that when the all-terrain vehicle 100 is climbing a slope or driving on uneven terrain, lubricating oil will flow back from the oil pan 1595 into the crankcase 1594, preventing insufficient oil pressure in the oil storage space 1595a and avoiding the situation where the oil pump 1581 cannot supply oil.
[0079] As one implementation, the oil baffle 1594g has an arc-shaped surface on the side near the crankshaft connecting rod mechanism 151, dividing the fifth receiving space 1594a formed by the crankcase 1594 and the oil storage space 1595a formed by the oil pan 1595. Furthermore, the end face of the oil baffle 1594g near the fifth receiving space 1594a is recessed towards the oil storage space 1595a. This design prevents collisions between the crankshaft connecting rod mechanism 151 and the oil baffle 1594g during engine operation, thus avoiding damage to engine components. A third oil return hole 1594h is also formed on the oil baffle 1594g, located between the first bearing housing 1594d and the second bearing housing 1594e, and also between the second bearing housing 1594e and the third bearing housing 1594f. The third oil return hole 1594h penetrates the crankcase 1594, meaning that the fifth receiving space 1594a and the oil storage space 1595a formed by the crankcase 1594 are connected through the third oil return hole 1594h. The lubricating oil accumulated in the crankcase 1594 flows back to the oil storage space 1595a through the third oil return hole 1594h. The shape of the third oil return hole 1594h can be set to any shape, and it can be located at any position on the oil baffle 1594g, which can be adjusted according to actual conditions. In this embodiment, the third oil return hole 1594h is basically located at the apex of the arc surface of the oil baffle 1594g, where the apex refers to the furthest distance between the end face of the oil baffle 1594g near the fifth receiving space 1594a and the crankshaft connecting rod mechanism 151. This improves the oil return effect of the lubricating oil flowing from the crankcase 1594 back to the oil pan 1595.
[0080] The projected area of the third oil return hole 1594h along the direction of the second straight line 104 in the second projection plane 106 is S3, and the projected area of the oil baffle 1594g along the direction of the second straight line 104 in the second projection plane 106 is S4. In one implementation, the projected area S3 of the third oil return hole 1594h is greater than or equal to 1970 mm². 2 And less than or equal to 2970mm 2 The projected area S4 of the 1594g oil baffle is greater than or equal to 20600mm². 2 And less than or equal to 31000mm 2 Furthermore, the projected area S3 of the third return oil hole 1594h is greater than or equal to 2220 mm². 2 And less than or equal to 2720mm 2 The projected area S4 of the 1594g oil baffle is greater than or equal to 23200mm². 2 And less than or equal to 28400mm 2 More specifically, the projected area S3 of the third return oil hole 1594h is equal to 2470 mm². 2 The projected area S4 of the 1594g oil baffle is equal to 25800mm². 2 The above settings improve the isolation effect of the oil baffle 1594g, preventing the lubricating oil in the oil pan 1595 from flowing back into the crankcase 1594, which would cause insufficient oil pressure in the oil pan 1595, and thus improve the oil supply capacity of the oil pump 1581.
[0081] Furthermore, the ratio of the projected area S3 of the third oil return hole 1594h to the projected area S4 of the oil baffle plate 1594g is greater than or equal to 0.08 and less than or equal to 0.2. Further, the ratio of the projected area S3 of the third oil return hole 1594h to the projected area S4 of the oil baffle plate 1594g is greater than or equal to 0.09 and less than or equal to 0.11. More specifically, the ratio of the projected area S3 of the third oil return hole 1594h to the projected area S4 of the oil baffle plate 1594g is equal to 0.1. Through the above settings, the isolation effect of the oil baffle plate 1594g is improved, preventing lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, thus preventing insufficient oil pressure in the oil pan 1595 and improving the oil supply capacity of the oil pump 1581.
[0082] In this embodiment, when the balance block 1513 of the crankshaft connecting rod mechanism 151 rotates to its lowest position, the minimum distance between the balance block 1513 and the oil baffle 1594g is D5. The lowest position refers to the position where the distance between the balance block 1513 and the oil baffle 1594g is minimal. As one implementation, the minimum distance D5 between the balance block 1513 and the oil baffle 1594g is greater than or equal to 2mm and less than or equal to 5mm. Further, the minimum distance D5 between the balance block 1513 and the oil baffle 1594g is greater than or equal to 2.7mm and less than or equal to 4.5mm. More specifically, the minimum distance D5 between the balance block 1513 and the oil baffle 1594g is greater than or equal to 3mm and less than or equal to 4mm. The above settings reduce the overall size of the engine 15 and improve the isolation effect of the oil baffle 1594g, preventing the lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, which would cause insufficient oil pressure in the oil pan 1595 and improve the oil supply capacity of the oil pump 1581.
[0083] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.
Claims
1. An all-terrain vehicle, comprising: Frame; A body panel, said body panel being at least partially disposed on the vehicle frame; A walking assembly for supporting the all-terrain vehicle; A powertrain assembly, at least partially disposed on the vehicle frame, the powertrain assembly including an engine; Its features are, The engine includes an ignition mechanism, a crankcase, and an oil pan connected to the crankcase. The crankcase includes an oil baffle plate, which is integrally formed with the crankcase. An oil return hole is formed on the oil baffle plate. On a projection plane perpendicular to the ignition mechanism, the projected area of the oil return hole along the axial direction of the ignition mechanism on the projection plane is a first projected area S1, and the projected area of the oil baffle plate along the axial direction of the ignition mechanism on the projection plane is a second projected area S2. The ratio of the first projected area to the second projected area is greater than or equal to 0.08 and less than or equal to 0.
2.
2. The all-terrain vehicle according to claim 1, characterized in that, The ratio of the first projected area to the second projected area is greater than or equal to 0.09 and less than or equal to 0.
11.
3. The all-terrain vehicle according to claim 1, characterized in that, The crankcase has a first accommodating space around itself, the oil pan has a second accommodating space around the crankcase, and the oil baffle separates the first accommodating space and the second accommodating space.
4. The all-terrain vehicle according to claim 3, characterized in that, The oil return hole connects the first accommodating space and the second accommodating space.
5. The all-terrain vehicle according to claim 1, characterized in that, The first projected area S1 is greater than or equal to 1970 mm² 2 And less than or equal to 2970mm 2 .
6. The all-terrain vehicle according to claim 5, characterized in that, The first projected area S1 is greater than or equal to 2220 mm². 2 And less than or equal to 2720mm 2 .
7. The all-terrain vehicle according to claim 1, characterized in that, The second projected area S2 is greater than or equal to 20600 mm² 2 And less than or equal to 31000mm 2 .
8. The all-terrain vehicle according to claim 7, characterized in that, The second projected area S2 is greater than or equal to 23200 mm² 2 And less than or equal to 28400mm 2 .
9. The all-terrain vehicle according to claim 1, characterized in that, The engine also includes a crankshaft connecting rod mechanism, and the minimum distance D between the crankshaft connecting rod mechanism and the oil baffle is greater than or equal to 2 mm and less than or equal to 5 mm.
10. The all-terrain vehicle according to claim 1, characterized in that, The crankcase has a first bearing housing, a second bearing housing, and a third bearing housing, with the second bearing housing disposed between the first bearing housing and the third bearing housing; the oil return hole is at least partially disposed between the first bearing housing and the second bearing housing, and the oil return hole is also at least partially disposed between the second bearing housing and the third bearing housing.