All-terrain vehicle
By installing a water jacket baffle inside the cooling water jacket of the all-terrain vehicle, the flow of coolant is optimized, the problem of uneven coolant distribution is solved, the cooling effect and service life of the engine are improved, and production costs are reduced.
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
The uneven distribution of coolant in the cooling water jacket of a traditional all-terrain vehicle engine leads to poor heat dissipation and may cause irreversible damage to the engine.
A water jacket baffle is installed inside the cooling water jacket to optimize the coolant flow field. By adjusting the ratio and height ratio of the waist-shaped orifice to the water jacket baffle, the flow direction of the coolant is optimized, thereby improving the cooling effect.
It improves the cooling effect of all-terrain vehicle engines, extends engine life, and reduces production costs.
Smart Images
Figure CN117508415B_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 good off-road performance. They typically lack a canopy. ATVs are engine-driven, with the engine providing the power source. The engine block serves as the engine's working space, designed to withstand the high-temperature, high-pressure gases produced during engine operation. Traditional ATV engines utilize cooling water jackets surrounding the combustion chamber for heat dissipation and protection.
[0003] Traditional cooling water jackets only surround the combustion chamber. When the coolant circulates within the jacket, it easily causes coolant stratification. The coolant in the upper part of the jacket flows downwards due to gravity, while the coolant concentrates in the lower part, affecting heat dissipation from the cylinder block. This results in uneven coolant distribution within the all-terrain vehicle engine's cooling water jacket, failing to achieve the desired cooling effect. Over time, this can cause irreversible damage to the all-terrain vehicle's engine. Summary of the Invention
[0004] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide an all-terrain vehicle that can improve engine cooling performance.
[0005] To achieve the above objectives, the present invention adopts the following technical solution:
[0006] 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 a cylinder block, a cooling water jacket, and a water jacket baffle, the cooling water jacket being at least partially disposed in the cylinder block, and the water jacket baffle being at least partially disposed in the cooling water jacket. The water jacket baffle has a first oblong hole and a second oblong hole. The engine also includes a crankshaft extending substantially along a predetermined direction. On a projection plane perpendicular to the predetermined direction, the projected area of the first oblong hole along the predetermined direction is S1, and the projected area of the second oblong hole along the predetermined direction is S2. The ratio of the projected area S1 of the first oblong hole and the projected area S2 of the second oblong hole is greater than or equal to 2.4 and less than or equal to 3.6.
[0007] Furthermore, the cylinder block has a cylinder bore formed through itself, and a cooling water jacket is arranged around the cylinder bore.
[0008] Furthermore, the water jacket baffle extends to a height of H1 along the axial direction of the cylinder bore, and the cooling water jacket extends to a height of H2 along the axial direction of the cylinder bore. The ratio of the height H1 of the water jacket baffle to the height H2 of the cooling water jacket is greater than or equal to 0.68 and less than or equal to 1.
[0009] Furthermore, the ratio of the height H1 of the water jacket partition to the height H2 of the cooling water jacket is greater than or equal to 0.76 and less than or equal to 0.94.
[0010] Furthermore, the length of the first oblong hole extending along the axial direction of the cylinder bore is L1, the length of the second oblong hole extending along the axial direction of the cylinder bore is L2, and the ratio of the length of the first oblong hole L1 to the length of the second oblong hole L2 is greater than or equal to 2.4 and less than or equal to 3.6.
[0011] Furthermore, the ratio of the length L1 of the first oblong hole to the length L2 of the second oblong hole is greater than or equal to 2.7 and less than or equal to 3.3.
[0012] Furthermore, the water jacket baffle extends substantially along the axial direction of the cylinder bore.
[0013] Furthermore, the projected area of the water jacket partition on the projection plane along the preset direction is S3, and the ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket partition is greater than or equal to 0.25 and less than or equal to 0.39.
[0014] Furthermore, the ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket partition is greater than or equal to 0.29 and less than or equal to 0.36.
[0015] Furthermore, the cooling water jacket has a fixed groove, and the water jacket baffle is at least partially disposed within the fixed groove.
[0016] By setting a water jacket baffle inside the cooling water jacket, the ratio of the projected area S1 of the first waist-shaped hole to the projected area S2 of the second waist-shaped hole is greater than or equal to 2.4 and less than or equal to 3.6, thereby optimizing the flow field of the coolant inside the water jacket, simplifying the structure of the water jacket, improving the cooling effect of the all-terrain vehicle engine, extending the service life of the all-terrain vehicle engine, and reducing the production cost of the all-terrain vehicle engine. Attached Figure Description
[0017] Figure 1 This is a structural diagram of the all-terrain vehicle in its first state according to the embodiments of this application.
[0018] Figure 2 This is a structural schematic diagram of the second state of the all-terrain vehicle in the embodiments of this application.
[0019] Figure 3 This is a schematic diagram of the power component in the embodiment of this application.
[0020] Figure 4 This is an exploded view of the power assembly in the embodiment of this application.
[0021] Figure 5 This is a cross-sectional view of the power assembly in the embodiment of this application.
[0022] Figure 6 This is a cross-sectional view of the cylinder head in the embodiment of this application.
[0023] Figure 7 This is a schematic diagram of the structure of the first cooling water jacket in the embodiment of this application.
[0024] Figure 8 This is a first-view view of the first connector in the embodiment of this application.
[0025] Figure 9 This is a second-view view of the first connector in the embodiment of this application.
[0026] Figure 10 This is an exploded view of the second cooling water jacket and cylinder block in the embodiments of this application.
[0027] Figure 11 This is a cross-sectional view of the cylinder block in the embodiment of this application.
[0028] Figure 12 This is a schematic diagram of the water pump in the embodiment of this application.
[0029] Figure 13 This is a cross-sectional view of the water pump in the embodiment of this application.
[0030] Figure 14 This is a schematic diagram showing the connection between the water pump and the balancing mechanism in the embodiments of this application.
[0031] Figure 15 This is a schematic diagram of the cooling system in the embodiment of this application.
[0032] Figure 16 This is a schematic diagram of the first state of the cooling system in the embodiment of this application.
[0033] Figure 17 This is a schematic diagram of the second state of the cooling system in the embodiments of this application.
[0034] Figure 18 This is an exploded view of the generator in the embodiment of this application. Detailed Implementation
[0035] 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.
[0036] 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 1 The front, back, left, right, top, and bottom sides are shown.
[0037] like Figure 2 As shown, 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.
[0038] 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.
[0039] like Figure 2As 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.
[0040] like Figure 3 and Figure 4 As 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.
[0041] 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 facilitating the centralized arrangement of high-voltage wiring harnesses, avoiding the crossing of high and low voltage wiring harnesses.
[0042] 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.
[0043] 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.
[0044] like Figure 3 and Figure 4As 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 is used to seal the crankcase 1594. After the oil pan 1595 and the crankcase 1594 are connected, they form an oil storage space 1595a, which is used to collect and store the lubricating oil that is free inside 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 realizing the effect of converting mechanical energy into electrical energy.
[0045] 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.
[0046] 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.
[0047] 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.
[0048] 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.
[0049] like Figure 6 and Figure 7 As shown, in one implementation, the cooling system 157 includes a first cooling water jacket 1571. Further, the first cooling water jacket 1571 is cast and disposed within the cylinder head 1592, and is arranged around the intake and exhaust mechanism 153, thereby reducing the temperature of the intake and exhaust mechanism 153. Specifically, the exhaust mechanism 1534 includes an exhaust passage 1534a, an intake passage 1533 is disposed on one side of the first cooling water jacket 1571, and an exhaust passage 1534a is disposed on the other side of the first cooling water jacket 1571. More specifically, the exhaust passage 1534a includes a first exhaust passage 1534b and a second exhaust passage 1534c.
[0050] In one implementation, the first cooling water jacket 1571 includes a first channel 1571a and a second channel 1571b, with the second channel 1571b connected to the first channel 1571a. The first channel 1571a is at least partially arranged around the intake channel 1533, and the flow of coolant within the first channel 1571a achieves a cooling effect on the intake channel 1533. The first channel 1571a is also at least partially arranged around the exhaust channel 1534a, and the flow of coolant within the first channel 1571a achieves a cooling effect on the exhaust channel 1534a. Specifically, the second channel 1571b is located on the side of the first cooling water jacket 1571 near the exhaust mechanism 1534, and the first and second channels 1571a cooperate to surround the exhaust channel 1534a. By allowing coolant to flow within the second channel 1571b, the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a is enhanced. More specifically, the second channel 1571b is located between the first exhaust channel 1534b and the second exhaust channel 1534c. Through the cooperation of the first channel 1571a and the second channel 1571b, the contact area between the first cooling water jacket 1571 and the exhaust channel 1534a is increased, improving the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a and preventing damage to the side of the engine 15 closest to the exhaust channel 1534a.
[0051] In one implementation, the first cooling water jacket 1571 further includes a first inlet 1571c and a first outlet 1571d. Further, the first inlet 1571c is located at the edge of the first cooling water jacket 1571 and surrounds the first cooling water jacket 1571. Specifically, the first inlet 1571c is at least partially located within the first channel 1571a, and also at least partially located within the second channel 1571b. By separately providing a channel for coolant entry within the second channel 1571b, the circulation effect of the coolant within the second channel 1571b is improved, thereby enhancing the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a. More specifically, the first outlet 1571d connects to the first channel 1571a. On a first straight line 103 parallel to the extension direction of the crankshaft 1511, the first cooling water jacket 1571 extends substantially along the direction of the first straight line 103, and the first outlet 1571d is located at one end of the first cooling water jacket 1571 extending along the direction of the first straight line 103.
[0052] Understandably, when coolant enters the first cooling water jacket 1571 through the first inlet 1571c, at least a portion of the coolant enters the second channel 1571b, increasing the contact area between the first exhaust channel 1534b and the first cooling water jacket 1571, and further increasing the contact area between the second exhaust channel 1534c and the first cooling water jacket 1571. This optimizes the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a. Furthermore, the coolant in the second channel 1571b flows along the first channel 1571a to the first outlet 1571d and is discharged from the first cooling water jacket 1571.
[0053] like Figure 8 As shown, the exhaust system 1534 also includes an exhaust manifold (not shown in the figure), and the engine 15 also includes a plurality of first connectors 1597, through which the exhaust manifold is connected to the cylinder head 1592. Further, a plurality of exhaust passages 1534a are formed on the cylinder head 1592, and the number of first connectors 1597 is substantially the same as the number of exhaust passages 1534a. The plurality of first connectors 1597 are integrally formed, thereby reducing the installation error when the exhaust manifold is connected to the cylinder head 1592 via the first connectors 1597, and improving the airtightness of the engine 15.
[0054] In one implementation, the first connector 1597 has an exhaust port 1597a, a first mounting hole 1597b, and a boss 1597c. Further, the exhaust port 1597a penetrates the first connector 1597. When the exhaust manifold is connected to the cylinder head 1592 via the first connector 1597, the outline of the exhaust port 1597a and the outline of the exhaust passage 1534a are substantially aligned along the axial direction of the exhaust port 1597a. The boss 1597c is positioned around the exhaust port 1597a, and the first connector 1597 is connected to the exhaust manifold via the boss 1597c. Specifically, the boss 1597c is welded to the connection point of the exhaust manifold. The first mounting hole 1597b is substantially positioned around the exhaust port 1597a, and the first connector 1597 is connected to the cylinder head 1592 via the first mounting hole 1597b and a fastener.
[0055] like Figure 9 As shown, a boss 1597c is disposed on one end face of the first connector 1597. The boss 1597c extends along the axial direction of the exhaust port 1597a and has a height H1. In one implementation, the height H1 of the boss 1597c is greater than or equal to 0 mm and less than or equal to 6 mm. Further, the height H1 of the boss 1597c is greater than or equal to 0 mm and less than or equal to 5.5 mm. More specifically, the height H1 of the boss 1597c is greater than or equal to 0 mm and less than or equal to 5 mm. With the above configuration, when the first connector 1597 is welded to the exhaust manifold, welding heat deformation and welding defects of the first connector 1597 are avoided, thereby improving the gas seal of the engine 15.
[0056] In one implementation, a first connecting portion 1597d is formed between two adjacent first connecting members 1597, and the first connecting portion 1597d and the first connecting member 1597 are integrally formed. A plurality of anti-heating notches 1597e are provided on the first connecting portion 1597d. Specifically, the anti-heating notches 1597e are at least partially provided between two adjacent first connecting members 1597, and the anti-heating notches 1597e are located on both sides of the first connecting portion 1597d. Further, the number of anti-heating notches 1597e can be adjusted according to actual conditions. The anti-heating notches 1597e are used to reduce the deformation of the first connecting member 1597 caused by high-temperature gases during continuous operation of the engine 15. When the engine 15 is operating, the high-temperature, high-pressure gases after combustion are discharged from the engine 15 along the exhaust passage 1534a. These high-temperature, high-pressure gases can easily cause deformation at the connection point between the exhaust manifold and the cylinder head 1592 due to the applied force. By concentrating the force on the first connecting member 1597 at the location of the anti-heat notch 1597e, the degree of deformation of the first connecting member 1597 itself is reduced. This maintains good airtightness of the engine 15 and extends the service life of the engine components.
[0057] Understandably, several first connectors 1597 are integrally formed. When the first connectors 1597 are welded to the exhaust manifold, the height difference and positional accuracy between the mounting surfaces of different exhaust holes 1597a in the first connectors 1597 can be reduced, thereby improving the airtightness of the engine 15 and reducing the assembly difficulty of the first connectors 1597.
[0058] like Figure 10 As shown, the cooling system 157 also includes a second cooling water jacket 1572, which is at least partially disposed within the cylinder block 1593. The second cooling water jacket 1572 is arranged substantially around the cylinder bore 1593b, along a second straight line 104 parallel to the axis of the ignition mechanism 154, and extends substantially along the direction of the second straight line 104 within the cylinder block 1593. When the combustible mixture burns within the cylinder block 1593, the temperature of the cylinder block 1593 rises. The second cooling water jacket 1572 reduces the temperature of the cylinder block 1593, thereby preventing damage to the cylinder block 1593.
[0059] The second cooling water jacket 1572 includes a first fixing groove 1572a and a water jacket partition 1572b. The first fixing groove 1572a is disposed on the cylinder block 1593 and is used to fix the water jacket partition 1572b, thereby fixing the water jacket partition 1572b into the second cooling water jacket 1572 and preventing the water jacket partition 1572b from shifting due to the flow of coolant when the coolant flows in the second cooling water jacket 1572.
[0060] like Figure 11As shown, the water jacket baffle 1572b is basically arc-shaped, thereby increasing the contact area between the water jacket baffle 1572b and the coolant, and facilitating its placement within the second cooling water jacket 1572. One end of the water jacket baffle 1572b is located within the first fixing groove 1572a, and the two side edges of the water jacket baffle 1572b abut against the inner wall of the second cooling water jacket 1572 near the cylinder bore 1593b. This design secures the water jacket baffle 1572b within the second cooling water jacket 1572, preventing displacement of the water jacket baffle 1572b due to coolant flow within the second cooling water jacket 1572. The water jacket baffle 1572b has a height H2 distributed along the direction of the second straight line 104, and the second cooling water jacket 1572 has a depth H3 distributed along the direction of the second straight line 104. As one implementation, the ratio of the height H2 of the water jacket baffle 1572b to the depth H3 of the second cooling water jacket 1572 is greater than or equal to 0.68 and less than or equal to 1. Further, the ratio of the height H2 of the water jacket baffle 1572b to the depth H3 of the second cooling water jacket 1572 is greater than or equal to 0.76 and less than or equal to 0.94. More specifically, the ratio of the height H2 of the water jacket baffle 1572b to the depth H3 of the second cooling water jacket 1572 is equal to 0.85. Through the above settings, the flow direction of the coolant within the second cooling water jacket 1572 is changed, causing coolant stratification, thereby improving the cooling effect of the cylinder block 1593.
[0061] like Figure 11As shown, in one implementation, a first oblong hole 1572c and a second oblong hole 1572d are formed on the water jacket partition 1572b. When the water jacket partition 1572b is disposed in the second cooling water jacket 1572, the first oblong hole 1572c is basically disposed on the upper side of the second oblong hole 1572d. On a first projection plane 105 perpendicular to the first straight line 103, the projected area of the first oblong hole 1572c along the direction of the first straight line 103 on the first projection plane 105 is S1, the projected area of the second oblong hole 1572d along the direction of the first straight line 103 on the first projection plane 105 is S2, and the projected area of the water jacket partition 1572b along the direction of the first straight line 103 on the first projection plane 105 is S3. In one implementation, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S2 of the second oblong hole 1572d is greater than or equal to 2.4 and less than or equal to 3.6. Furthermore, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S2 of the second oblong hole 1572d is greater than or equal to 2.7 and less than or equal to 3.3. More specifically, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S2 of the second oblong hole 1572d is equal to 3. Through the above settings, the flow direction of the coolant in the second cooling water jacket 1572 is changed, causing the coolant to stratify, thereby improving the cooling effect of the cylinder block 1593.
[0062] As one implementation, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S3 of the water jacket baffle 1572b is greater than or equal to 0.25 and less than or equal to 0.39. Further, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S3 of the water jacket baffle 1572b is greater than or equal to 0.29 and less than or equal to 0.36. More specifically, the ratio of the projected area S1 of the first oblong hole 1572c to the projected area S3 of the water jacket baffle 1572b is equal to 0.32. Through the above settings, the flow direction of the coolant in the second cooling water jacket 1572 is changed, causing the coolant to stratify, thereby improving the cooling effect of the cylinder block 1593.
[0063] In this embodiment, the length of the first oblong hole 1572c extending along the second straight line 104 is L1, and the length of the second oblong hole 1572d extending along the second straight line 104 is L2. As one implementation, the ratio of the length L1 of the first oblong hole 1572c to the length L2 of the second oblong hole 1572d is greater than or equal to 2.4 and less than or equal to 3.6. Further, the ratio of the length L1 of the first oblong hole 1572c to the length L2 of the second oblong hole 1572d is greater than or equal to 2.7 and less than or equal to 3.3. More specifically, the ratio of the length L1 of the first oblong hole 1572c to the length L2 of the second oblong hole 1572d is equal to 3.
[0064] like Figure 12 As shown, the cooling system 157 includes a water pump 1573, and the water pump 1573 is at least partially disposed on the side of the crankcase 1594 near the timing system 155. As the core component of the cooling system 157, the water pump 1573 pumps coolant along the first cooling water jacket 1571 to the second cooling water jacket 1572, thereby achieving the cooling effect of the engine 15.
[0065] like Figures 12 to 14 As shown, in one implementation, the water pump 1573 includes a second inlet 1573a, an impeller 1573b, a water pump shaft 1573c, and a second outlet 1573d. The second inlet 1573a is located at one end of the water pump 1573, and the second outlet 1573d is located at the other end of the water pump 1573. A third channel 1573h is formed extending from the second inlet 1573a to the second outlet 1573d. The impeller 1573b is at least partially disposed in the third channel 1573h. When coolant enters the second inlet 1573a, the rotation of the impeller 1573b transports the coolant along the direction of the third channel 1573h to the second outlet 1573d. The coolant is then pumped sequentially along the second outlet 1573d to the second cooling water jacket 1572 and the first cooling water jacket 1571, forming a water circulation path, thereby achieving the purpose of cooling the engine 15.
[0066] The water pump 1573 also includes a water pump housing 1573e, on which a second connecting portion 1573f for connecting to a crankcase 1594 is formed. The water pump 1573 is connected to the crankcase 1594 via the second connecting portion 1573f and fasteners. The water pump 1573 also forms a sixth receiving space 1573g, which communicates with a third channel 1573h. The water pump shaft 1573c is at least partially disposed within the sixth receiving space 1573g, and is rotatably connected to the housing of the water pump shaft 1573c. One end of the water pump shaft 1573c is connected to an impeller 1573b, and the other end is connected to a balancing mechanism 156. A second connecting member 1573j is formed at the end of the water pump shaft 1573c near the balancing mechanism 156. The shape of the second connecting member 1573j can be adjusted according to actual conditions. In this embodiment, the second connecting member 1573j is basically rectangular. The balancing mechanism 156 also includes a second balancing fixing groove 1568, which is located at the end of the balancing mechanism 156 near the water pump 1573. When the balancing mechanism 156 rotates, the second fixing groove 1568 can rotate with the balancing mechanism 156. Further, the outer contour of the second connecting member 1573j is substantially the same as the inner contour of the second fixing groove 1568. The water pump shaft 1573c is connected to the balancing mechanism 156 through the cooperation of the second connecting member 1573j and the second fixing groove 1568, thereby causing the balancing mechanism 156 to drive the water pump shaft 1573c to rotate. Alternatively, the second connecting member 1573j can also be located at the end of the balancing mechanism 156 near the water pump 1573, and the second fixing groove 1568 can also be located at the end of the water pump shaft 1573c near the balancing mechanism 156. This allows the water pump shaft 1573c to be connected to the balancing mechanism 156 through the cooperation of the second connecting member 1573j and the second fixing groove 1568. Driven mechanically, the balancing mechanism 156 rotates the water pump shaft 1573c, which in turn drives the impeller 1573b to rotate, pumping the coolant sequentially along the third channel 1573h to the second cooling water jacket 1572 and the first cooling water jacket 1571, thus achieving coolant circulation. This mechanical drive reduces the space occupied by the water pump 1573 and decreases the variety of components used, thereby lowering production costs.
[0067] As one implementation, the water pump 1573 also has a first vent 1573k and a receiving groove 1573m. The first vent 1573k is disposed on the water pump housing 1573e, penetrates the water pump housing 1573e, and one end of the first vent 1573k is connected to the outside, while the other end of the first vent 1573k is connected to the sixth receiving space 1573g. Specifically, the first vent 1573k is used to balance the internal pressure of the water pump 1573. When some coolant enters the sixth receiving space 1573g along the gap between the third channel 1573h and the impeller 1573b, outside air enters the sixth receiving space 1573g through the first vent 1573k, preventing the air pressure inside the water pump 1573 from dropping due to some coolant leaving the water pump 1573, thus preventing the coolant accumulated in the sixth receiving space 1573g from being discharged from the water pump 1573.
[0068] As one implementation, a fourth channel 1573n is also formed on the water pump housing 1573e. One end of the fourth channel 1573n is connected to the receiving tank 1573m, and the other end of the fourth channel 1573n is connected to the sixth receiving space 1573g. Specifically, the fourth channel 1573n is used to transport the coolant accumulated in the sixth receiving space 1573g to the receiving tank 1573m. The volume of the receiving tank 1573m is greater than or equal to 3 ml and less than or equal to 10 ml. Further, the volume of the receiving tank 1573m is greater than or equal to 3.3 ml and less than or equal to 9 ml. More specifically, the volume of the receiving tank 1573m is greater than or equal to 3.6 ml and less than or equal to 8 ml. By collecting at least a portion of the coolant through the receiving tank 1573m, misdiagnosis of the engine 15 by maintenance personnel during maintenance is avoided. In addition, the receiving tank 1573m is also provided with a seal 1573p. The seal 1573p is used to seal the end of the receiving tank 1573m away from the fourth channel 1573n, and the seal 1573p is press-fitted into the receiving tank 1573m to avoid gaps at the connection between the seal 1573p and the receiving tank 1573m, while increasing the difficulty of disassembling the seal 1573p and preventing misjudgment of engine 15 leakage during engine 15 maintenance. As one implementation, a second vent hole (not shown in the figure) is also formed between the seal 1573p and the receiving tank 1573m. When the seal 1573p is connected to the receiving tank 1573m, a gap for discharging vaporized coolant is preset at the connection position between the seal 1573p and the receiving tank 1573m, and this gap forms the second vent hole. When the coolant in the receiving tank 1573m is heated and vaporized, the vaporized coolant is discharged from the receiving tank 1573m through the second vent hole. The above settings prevent misjudgment of engine 15 leakage during engine 15 maintenance.
[0069] Understandably, when the water pump shaft 1573c drives the impeller 1573b to rotate, the impeller 1573b discharges the coolant in the third channel 1573h through the second drain outlet. At least a portion of the coolant flows into the sixth receiving space 1573g through the gap between the third channel 1573h and the impeller 1573b, and then flows into the receiving tank 1573m through the fourth channel 1573n. The heat generated during the operation of the engine 15 heats and vaporizes the coolant accumulated in the receiving tank 1573m. The vaporized coolant enters the air through the second vent. Furthermore, the first vent 1573k balances the air pressure inside and outside the water pump 1573, preventing the air pressure in the sixth receiving space 1573g from becoming too low due to partial vaporization and exiting the receiving tank 1573m, thus preventing the vaporized coolant in the receiving tank 1573m from continuing to be discharged into the air. With the above settings, a portion of the coolant in the sixth containment space 1573g can be accumulated in the containment tank 1573m, avoiding misjudgment of engine leakage during engine inspection. Furthermore, the heat generated by the engine 15 during operation can eliminate the coolant accumulated in the sixth containment space 1573g, thereby preventing micro-leakage caused by excessive coolant accumulation.
[0070] like Figure 15 As shown, in one implementation, a fifth channel 1574 is formed between the water pump 1573 and the second cooling water jacket 1572. One end of the fifth channel 1574 is connected to the water pump 1573, and the other end is connected to the second cooling water jacket 1572. The fifth channel 1574 is cast onto the outer housing assembly 159 of the engine 15 and penetrates through the outer housing assembly 159 of the engine 15, thereby avoiding the need to separately construct a channel for coolant flow between the cylinder block 1593 and the crankcase 1594, and reducing the production cost of the engine 15.
[0071] like Figure 16 and Figure 17As shown, in one implementation, the cooling system 157 also includes a temperature control mechanism 1575, a radiator 1576, and a cooling channel 1577. Specifically, the temperature control mechanism 1575 is disposed on the side of the first cooling water jacket 1571 near the first outlet 1571d. The temperature control mechanism 1575 is located between the cooling channel 1577 and the first cooling water jacket 1571, and is connected to the first cooling water jacket 1571 through the first outlet 1571d. The temperature control mechanism 1575 detects the temperature of the coolant in the cooling system 157. The temperature control mechanism 1575 integrates a first port 1575a, a second port 1575b, and a third port 1575c. Furthermore, when the coolant temperature rises, the air dissolved in the coolant and the air in the cooling system 157 passage are discharged from the cooling system 157 through the third port 1575c, thereby balancing the air pressure inside the cooling system 157 passage and the outside environment, preventing damage to the components inside the cooling system 157, and extending the service life of the cooling system 157 components. In addition, the first cooling water jacket 1571 is connected to the water pump 1573 through the cooling passage 1577, thereby realizing the circulation of the cooling system 157 and improving the cooling effect of the engine 15.
[0072] In one implementation, the cooling channel 1577 includes a sixth channel 1577a and a seventh channel 1577b. A T-junction (not shown in the figure) is also provided on the water pump 1573, which is connected to the water pump 1573 via a second inlet 1573a. Specifically, the sixth channel 1577a is located between the first pipe port 1575a and the T-junction, with one end of the sixth channel 1577a connected to the first pipe port 1575a and the other end connected to the T-junction. The seventh channel 1577b is located between the second pipe port 1575b and the T-junction, with one end of the seventh channel 1577b connected to the second pipe port 1575b and the other end connected to the T-junction. Furthermore, a radiator 1576 is disposed in the seventh channel 1577b, increasing the cooling efficiency of the cooling channel 1577 for the coolant.
[0073] The temperature control mechanism 1575 includes a first state that controls the opening of the sixth channel 1577a and the seventh channel 1577b, and a second state that controls the opening of the sixth channel 1577a and the closing of the seventh channel 1577b. When the coolant temperature is greater than or equal to 90°C, the temperature control mechanism 1575 is in the first state, and the coolant circulates to the water pump 1573 through the seventh channel 1577b, where the radiator 1576 located in the seventh channel 1577b enhances the cooling effect on the coolant. Simultaneously, the coolant circulates to the water pump 1573 through the sixth channel 1577a. When the coolant temperature is less than 90°C, the temperature control mechanism 1575 is in the second state, and the coolant circulates to the water pump 1573 through the sixth channel 1577a. Through the above settings, the heat dissipation capacity of the adjustable cooling system 157 is achieved, ensuring that the engine 15 can operate within a suitable temperature range, improving the engine 15's efficiency, and extending the service life of various components.
[0074] Understandably, the first port 1575a, the second port 1575b, and the third port 1575c are integrated on the temperature control mechanism 1575, and the fifth channel 1574 is set on the outer casing assembly 159 of the engine 15 through a casting process, so that the water pump 1573 is connected to the second cooling water jacket 1572 through the fifth channel 1574, thereby improving the integration level of the cooling system 157, reducing the number of parts of the cooling system 157, and reducing the production cost of the engine 15.
[0075] like Figure 18 As shown, in one implementation, the generator 16, as the core component of the all-terrain vehicle 100, provides the power source for the movement of the all-terrain vehicle 100. The generator 16 includes a stator 161 and a rotor 162. Specifically, the rotor 162 is composed of several annular magnetic elements, and the magnetic field strength of the rotor 162 can be increased or decreased by increasing or decreasing the number of annular magnetic elements. The stator 161 is connected to the outer housing assembly 159 of the engine 15, and the stator 161 forms a seventh receiving space (not shown in the figure) around the rotor 162. Furthermore, the rotor 162 is disposed in the seventh receiving space. Through the above arrangement, the generator 16 is integrated and disposed on one side of the engine 15, reducing the space occupied by the power unit when the all-terrain vehicle 100 is arranged.
[0076] In one implementation, a fixing part 1511a is formed at one end of the crankshaft 1511, and the fixing part 1511a and the crankshaft 1511 are integrally formed. When the crankshaft 1511 rotates, it drives the fixing part 1511a to rotate. Further, a plurality of connecting holes 1511b are formed on the fixing part 1511a, and the plurality of connecting holes 1511b are distributed around the axis of the fixing part 1511a. Specifically, the rotor 162 has a first positioning member 1621, and the axis of the first positioning member 1621 substantially coincides with the axis of a plurality of annular magnetic members. More specifically, one end of the first positioning member 1621 abuts against the fixing part 1511a, and the rotor 162 is positioned by the first positioning member 1621 and the fixing part 1511a. It can be understood that when the rotor 162 is connected to the fixing part 1511a, the axis of the first positioning member 1621 and the axis of the fixing part 1511a substantially coincide. Furthermore, the rotor 162 is connected to the fixing part 1511a via fasteners and connecting holes 1511b. This arrangement rigidly connects the engine 15 and the generator 16, improving the stability of the rotor 162 when connected to the fixing part 1511a.
[0077] The stator 161 includes a generator housing 1611 and a metal coil (not shown). The metal coil is at least partially disposed within the generator housing 1611, and when the generator housing 1611 is connected to the crankcase 1594, the metal coil is substantially arranged around the rotor 162. When the crankshaft 1511 drives the rotor 162 to rotate, the metal coil can cut the magnetic field lines formed around the rotor 162 and generate current. A second positioning element 1594j is also formed on the housing assembly 159, and a positioning hole 1611a is formed on the generator housing 1611. When the stator 161 is connected to the crankcase 1594, the second positioning element 1594j is at least partially disposed in the positioning hole 1611a, and the stator 161 is fixedly connected to the crankcase 1594 by fasteners. It is understood that when the generator housing 1611 is connected to the crankcase 1594, a sealed working chamber can be formed within the generator housing 1611, and the rotor 162 can rotate within the working chamber, thereby realizing the conversion between mechanical energy and electrical energy. The above configuration saves on the production cost of generator 16 and achieves weight reduction for engine 15 and generator 16.
[0078] When generator 16 operates, the peak power generated by generator 16 is P. The width of rotor 162 extending along its own axis is D. In one implementation, the peak power P generated by generator 16 is greater than or equal to 32 kW and less than or equal to 48 kW, and the width D of rotor 162 is greater than or equal to 61 mm and less than or equal to 93 mm. Further, the peak power P generated by generator 16 is greater than or equal to 36 kW and less than or equal to 44 kW, and the width D of rotor 162 is greater than or equal to 69 mm and less than or equal to 85 mm. More specifically, the peak power P generated by generator 16 is equal to 40 kW, and the width D of rotor 162 is equal to 77 mm. By converting the mechanical energy of engine 15 into electrical energy, engine 15 maintains a suitable operating power, reducing energy consumption during engine 15 operation.
[0079] In one implementation, the ratio of the peak power P generated by the generator 16 to the width D of the rotor 162 is greater than or equal to 0.41 mm / kW and less than or equal to 0.63 mm / kW. Further, the ratio is greater than or equal to 0.46 mm / kW and less than or equal to 0.58 mm / kW. More specifically, the ratio is 0.52 mm / kW. Through these settings, the length of the rotor 162 along its own axis is shortened, achieving a lighter rotor. Furthermore, the connection between the stator 161 and the engine 15 forms a sealed space, reducing the production cost and weight of the generator 16. This allows the engine 15 to maintain a suitable operating power, reducing energy consumption during engine operation.
[0080] 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 a cylinder block, a cooling water jacket, and a water jacket baffle. The cooling water jacket is at least partially disposed in the cylinder block, and the water jacket baffle is at least partially disposed in the cooling water jacket. The water jacket baffle has a first oblong hole and a second oblong hole. The engine also includes a crankshaft that extends substantially along a preset direction. On a projection plane perpendicular to the preset direction, the projected area of the first oblong hole along the preset direction on the projection plane is S1, and the projected area of the second oblong hole along the preset direction on the projection plane is S2. The ratio of the projected area S1 of the first oblong hole to the projected area S2 of the second oblong hole is greater than or equal to 2.4 and less than or equal to 3.
6.
2. The all-terrain vehicle according to claim 1, characterized in that, The cylinder block has a cylinder bore extending through itself, and the cooling water jacket is arranged around the cylinder bore.
3. The all-terrain vehicle according to claim 2, characterized in that, The water jacket partition extends to a height of H1 along the axial direction of the cylinder bore, and the cooling water jacket extends to a height of H2 along the axial direction of the cylinder bore. The ratio of the height H1 of the water jacket partition to the height H2 of the cooling water jacket is greater than or equal to 0.68 and less than or equal to 1.
4. The all-terrain vehicle according to claim 3, characterized in that, The ratio of the height H1 of the water jacket partition to the height H2 of the cooling water jacket is greater than or equal to 0.76 and less than or equal to 0.
94.
5. The all-terrain vehicle according to claim 2, characterized in that, The first waist-shaped hole extends along the axial direction of the cylinder bore for a length of L1, and the second waist-shaped hole extends along the axial direction of the cylinder bore for a length of L2. The ratio of the length L1 of the first waist-shaped hole to the length L2 of the second waist-shaped hole is greater than or equal to 2.4 and less than or equal to 3.
6.
6. The all-terrain vehicle according to claim 5, characterized in that, The ratio of the length L1 of the first waist-shaped hole to the length L2 of the second waist-shaped hole is greater than or equal to 2.7 and less than or equal to 3.
3.
7. The all-terrain vehicle according to claim 2, characterized in that, The water jacket baffle extends substantially along the axial direction of the cylinder bore.
8. The all-terrain vehicle according to claim 1, characterized in that, The projected area of the water jacket baffle on the projection plane along the preset direction is S3, and the ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket baffle is greater than or equal to 0.25 and less than or equal to 0.
39.
9. The all-terrain vehicle according to claim 8, characterized in that, The ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket partition is greater than or equal to 0.29 and less than or equal to 0.
36.
10. The all-terrain vehicle according to claim 1, characterized in that, The cooling water jacket has a fixed groove, and the water jacket partition is at least partially disposed within the fixed groove.