All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part and an engine. An air inlet oil channel, a cam shaft and a variable valve timing device are arranged on an air cylinder cover of the engine. The variable valve timing device comprises a timing chain wheel, a rotor and a central bolt valve, the rotor and the timing chain wheel form a first cavity and a second cavity, the rotor can drive the cam shaft to rotate, the central bolt valve comprises a first through hole and a second through hole, and a third through hole and a fourth through hole are formed in the rotor. When the first through hole communicates with the third through hole and the second through hole and the fourth through hole are closed, oil enters the first cavity, oil exits from the second cavity, and the oil pushes the rotor to rotate around a first direction; and when the second through hole communicates with the fourth through hole and the first through hole is closed relative to the third through hole, oil flows out of the first cavity, oil flows into the second cavity, and the oil pushes the rotor to rotate around the second direction, so that the structural compactness of the engine can be improved, and meanwhile, the light weight of the engine is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, in particular to an all-terrain vehicle. Background Art

[0002] In the prior art, all-terrain vehicles, as an outdoor vehicle, need to adapt to different scenes and complex working conditions, which puts forward higher power requirements for the engine of the all-terrain vehicle. In addition, in order to cope with various scenes, the all-terrain vehicle needs to maintain the normal operation of the engine to adapt to the current road conditions. In order to meet the working requirements of the engine, the engine is also provided with a timing mechanism. Since the timing mechanism is easy to wear during operation, it is necessary to lubricate the timing mechanism by setting a lubricating oil circuit in the engine to ensure the normal operation of the engine. In addition, the timing mechanism also needs to adjust the phase of the valve through the direction adjuster to obtain the optimal valve timing effect. However, the above-mentioned setting occupies a large space inside the engine due to its complex structure, and increases the weight of the engine itself, which is not conducive to the lightweight of the engine. Therefore, how to meet the installation requirements of the timing mechanism and improve the structural compactness of the engine, as well as how to achieve the lightweight of the engine, is still an urgent problem for technicians in this field. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, which can improve the structural compactness of the engine and achieve the lightweight of the engine.

[0004] To achieve the above object, the present invention adopts the following technical solution:

[0005] An all-terrain vehicle includes a frame, a body cover and an engine. The body cover is at least partially arranged on the frame. The engine includes a cylinder head, and an intake oil passage, a camshaft and a variable valve timing are arranged on the cylinder head. The intake passage is connected to the camshaft and the variable valve timing. The variable valve timing includes a timing sprocket, a rotor and a central bolt valve. The rotor is at least partially arranged in the timing sprocket and forms a first chamber and a second chamber with the timing sprocket. The rotor is fixedly connected to the camshaft and can drive the camshaft to rotate. The central bolt valve includes a first through hole and a second through hole. The rotor is provided with a third through hole and a fourth through hole. When the first through hole is connected to the third through hole and the second through hole is closed, oil enters the first chamber and oil exits the second chamber, and the oil drives the rotor to rotate around the first direction; when the second through hole is connected to the fourth through hole and the first through hole is closed relative to the third through hole, oil exits the first chamber and oil enters the second chamber, and the oil drives the rotor to rotate around the second direction.

[0006] Further, the variable valve timing includes a front cover plate and a rear cover plate, and the front cover plate and the rear cover plate close the first chamber and the second chamber in the front-to-rear direction.

[0007] Furthermore, the central bolt valve is fixedly connected to the rotor and can rotate synchronously with the rotor.

[0008] Furthermore, the variable valve timing also includes an oil drain valve, which is arranged between the first chamber and the second chamber.

[0009] Furthermore, the variable valve timing also includes a solenoid valve, and the central bolt valve includes an actuator and a reset member. The solenoid valve can drive the actuator to switch between a first state and a second state, and the reset member cooperates with the actuator and can be used to reset the actuator.

[0010] Further, when the actuator is in the first state, the first through hole is connected to the third through hole, and the second through hole is closed relative to the fourth through hole.

[0011] Further, when the actuator is in the second state, the second through hole is connected to the fourth through hole, and the first through hole is closed relative to the third through hole.

[0012] Furthermore, the actuator also includes a third state, and the third state is set between the first state and the second state.

[0013] Further, when the actuator is in the third state, the second through hole is communicated with the fourth through hole, and the first through hole is communicated with the third through hole.

[0014] Furthermore, the camshaft includes a first oil inlet, a second oil inlet, and a first passage connected to the first oil inlet and a second passage connected to the second oil inlet; the variable valve timing is at least partially arranged in the first passage, and the second passage is connected to the cylinder head; the first oil inlet and the second oil inlet are connected to the intake oil channel, and the first oil inlet and the second oil inlet are not directly connected on the camshaft.

[0015] The all-terrain vehicle provided by the present invention can simplify the oil circuit layout of the camshaft through variable valve timing, so that the camshaft and various components arranged on the camshaft can be quickly lubricated, and at the same time, the structure of the valve timing assembly is simple and compact, reducing the weight and occupied space of the valve timing assembly, which is beneficial to the lightweight of the engine and saves costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram of the three-dimensional structure of the all-terrain vehicle of the present application;

[0017] Figure 2 A schematic diagram of the three-dimensional structure of the powertrain of the present application;

[0018] Figure 3 An exploded diagram of the engine for this application;

[0019] Figure 4 A cross-sectional view of a cylinder head of the engine of the present application;

[0020] Figure 5 A three-dimensional schematic diagram of a throttling device of an engine of the present application;

[0021] Figure 6 It is a partial enlarged view of the B portion of 4 of the engine of the present application;

[0022] Figure 7 A three-dimensional schematic diagram of a cylinder head of the engine of the present application;

[0023] Figure 8 An exploded view of the cylinder head structure of the engine of the present application;

[0024] Fig. 9 A three-dimensional schematic diagram of a cylinder head cover of an engine of the present application being installed on a cylinder head;

[0025] Fig.10 An exploded view of the oil filling port structure on the cylinder head cover of the engine of the present application;

[0026] Fig.11 A cross-sectional view of a cylinder head cover of the engine of the present application;

[0027] Fig.12 The engine of this application Fig.11 A local enlarged view of point C in FIG.

[0028] Fig.13 An exploded diagram of the variable valve timing of the engine of the present application;

[0029] Fig.14 A cross-sectional view of a timing sprocket and a rotor of the engine of the present application;

[0030] Fig.15 A three-dimensional schematic diagram of the crank-connecting rod mechanism of the engine of the present application;

[0031] Fig.16 A side view of a partial structure of a crank-connecting rod mechanism of the engine of the present application;

[0032] Fig.17 A cross-sectional view of the first transmission wheel of the crank-connecting rod mechanism of the engine of the present application;

[0033] Fig.18 A three-dimensional schematic diagram of a cylinder head cover connected to an intake assembly of an engine of the present application;

[0034] Fig.19 A three-dimensional schematic diagram of an oil-gas separator of an engine of the present application;

[0035] Fig. 20 A cross-sectional view of an oil-gas separator of an engine of the present application;

[0036] Fig.21A cross-sectional view of the oil-gas separator of the engine of the present application from another perspective;

[0037] Fig. 22 A cross-sectional view of the engine of the present application from another perspective

[0038] Fig.23 An exploded view of the cylinder block and cylinder head of the engine of the present application;

[0039] Fig.24 An exploded view of the cylinder head cover and cylinder block of the engine of the present application;

[0040] Fig.25 A three-dimensional schematic diagram of a sealing ring of an engine of the present application;

[0041] Fig.26 A cross-sectional view of a cylinder head cover and a cylinder block of the engine of the present application including a supplementary air passage; DETAILED DESCRIPTION

[0042] In order to make the technical scheme of the present application better understood by the persons skilled in the art, the technical scheme in the specific implementation mode of the present application will be described clearly and completely in combination with the drawings in the implementation mode of the present application. It should be understood that, for the ordinary technicians in the field, the above description can be improved or changed, and all these improvements and changes should belong to the protection scope of the claims attached to the present application.

[0043] like Figures 1 to 3 As shown, the present application provides a power assembly 100 and an all-terrain vehicle 200 using the power assembly 100. The all-terrain vehicle 200 includes a frame 21, a body cover 22, a transmission system (not shown), a steering system 24 and a travel assembly 25. The power assembly 100 is at least partially arranged on the frame 21, the transmission system is connected to the power assembly 100 by transmission, and the travel assembly 25 is connected to the power assembly 100 by transmission through the transmission system. The power assembly 100 outputs the driving force of the all-terrain vehicle 200, and transmits the driving force to the travel assembly 25 through the transmission system, so that the travel assembly 25 drives the all-terrain vehicle 200 to travel. The steering system 24 is at least partially connected to the travel assembly 25, and the steering system 24 is used to control the travel direction of the all-terrain vehicle 200.

[0044] The power assembly 100 includes an engine 11, a clutch 12 and a reduction box 13. The clutch 12 is arranged between the engine 11 and the reduction box 13 and is used to transmit the power of the engine 11 to the reduction box 13. The engine 11 includes a housing 111, a valve mechanism 112, a fuel supply mechanism (not shown), a crank connecting rod mechanism 114, an ignition mechanism 115, an oil pumping mechanism 116 and an oil delivery mechanism 117. The housing 111 is surrounded by a receiving space, and the valve mechanism 112, the fuel supply mechanism, the crank connecting rod mechanism 114 and the ignition mechanism 115 are at least partially arranged in the receiving space. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114 and an oil pan 1115. The cylinder head 1112 is at least partially disposed between the cylinder head cover 1111 and the cylinder block 1113, and the cylinder head 1112 is used to connect the cylinder head cover 1111 and the cylinder block 1113. The crankcase 1114 is at least partially disposed between the cylinder block 1113 and the oil pan 1115, and the crankcase 1114 is used to connect the cylinder block 1113 and the oil pan 1115.

[0045] The cylinder body 1113 is provided with a combustion chamber, the valve mechanism 112 is connected to the external space and the combustion chamber, the fuel supply mechanism is at least partially connected to the valve mechanism 112, the fuel provided by the fuel supply mechanism and the air provided by the valve mechanism 112 are mixed to form a mixed gas and transmitted to the combustion chamber. The crank connecting rod mechanism 114 is at least partially arranged in the combustion chamber, and the ignition mechanism 115 is at least partially arranged in the combustion chamber. The ignition mechanism 115 ignites the mixed gas and outputs the driving force of the engine 11 through the crank connecting rod mechanism 114.

[0046] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 for power generation. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly 121 and a clutch housing 122, the reduction box 13 includes a reduction assembly 131 and a reduction box housing 132, the magneto 118 is arranged at one end of the crankshaft 1141, the other end of the crankshaft 1141 is transmission-connected to one end of the clutch assembly 121, the other end of the clutch assembly 121 is transmission-connected to one end of the reduction assembly 131, and the other end of the reduction assembly 131 is transmission-connected to the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction box housing 132 and the housing 111 are at least partially integrated, that is, the clutch housing 122 is at least partially integrally formed or fixedly connected with the housing 111, and the reduction box housing 132 is at least partially integrally formed or fixedly connected with the housing 111. The clutch housing 122 and the reduction box housing 132 are integrally formed or fixedly connected, so that the crankshaft 1141 can extend out of the housing 111 and directly drive connected to the clutch assembly 121, and the clutch assembly 121 can directly drive connected to the reduction assembly 131. This arrangement reduces the occupied space of the engine 11 and the transmission system, makes the transmission structure simple and has fewer parts, so that the layout structure of the engine 11 and the transmission system is compact, and improves space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction box 13 also includes a spline shaft 133, one end of the spline shaft 133 is drive connected to the reduction assembly 131, and the other end of the spline shaft 133 is drive connected to the transmission shaft and is drive connected to the front wheel assembly 251 through the transmission shaft, so that the engine 11 can be drive connected to the front wheel assembly 251. The axis of the spline shaft 133 extends substantially in the front-rear direction, so that the arrangement of the spline shaft 133 can be adapted to the structure of the engine 11, the clutch 12 and the reduction box 13 provided in the present application, further saving the arrangement space of the all-terrain vehicle 200. The travel assembly 25 also includes a rear wheel assembly 252 and a rear axle, the rear wheel assembly 252 and the rear axle are transmission-connected, the reduction box housing 132 is provided with a reduction box 13 through hole, the rear axle is penetrated in the reduction box 13 through hole and is transmission-connected to the reduction assembly 131, so that the engine 11 can be transmission-connected to the rear wheel assembly 252. In this embodiment, the valve mechanism 112 also includes a supercharging assembly 1121, and the supercharging assembly 1121 can make the intake volume of the engine 11 greater than or equal to 650 kg / h and less than or equal to 750 kg / h. As an implementation method, the supercharging assembly 1121 can make the intake volume of the engine 11 reach 726 kg / h.Under such intake volume, the fuel injection volume of the engine 11 reaches 70 kg / h. Under such settings, the speed of the crankshaft 1141 of the engine 11 is greater than or equal to 8000 r / min and less than about 9000 r / min, and the specific power of the engine 11 is greater than or equal to 150 kw / L and less than or equal to 160 kw / L, so that a strong driving force can be output, so that the all-terrain vehicle 200 equipped with the engine 11 has stronger power and can adapt to more complex road conditions. In addition, through the above settings, the overall structure of the power assembly 100 is more compact, and it can be better assembled on the all-terrain vehicle 200, making the structure of the all-terrain vehicle 200 more compact.

[0047] like Figures 4 to 6As shown, the oil delivery mechanism 117 includes a delivery pipeline and an oil passage provided in the housing 111. The oil delivery mechanism 117 is connected to the oil pumping mechanism 116. The oil pumping mechanism 116 is used to deliver the lubricating oil in the oil pan 1115 to the oil delivery mechanism 117, and then the oil delivery mechanism 117 delivers the oil to various parts of the engine 11. As an implementation, a first oil passage 1112a is provided in the cylinder head 1112, and a second oil passage 1113z is provided in the cylinder body 1113. The first oil passage 1112a and the second oil passage 1113z are at least partially connected and connected to the oil delivery mechanism 117. The first oil passage 1112a includes a first oil passage 1112aa and a second oil passage 1112ab. A throttle bolt 1112b is also provided on the cylinder head 1112. The extension direction of the first oil passage 1112aa and the extension direction of the second oil passage 1112ab intersect or are arranged perpendicularly. One end of the first oil passage 1112aa is connected to the second oil passage 1113z, and the other end of the first oil passage 1112aa is connected to the second oil passage 1112ab through the throttle bolt 1112b. The other end of the second oil passage 1112ab is connected to other parts. It can be understood that the first oil passage 1112aa and the second oil passage 1112ab have different inner diameters, which leads to different flow rates of the first oil passage 1112aa and the second oil passage 1112ab. Specifically, since the first oil delivery channel 1112aa is connected to the second oil channel 1113z provided on the cylinder body 1113, and the inner diameter of the second oil channel 1113z on the cylinder body 1113 is relatively large, its flow rate is relatively large. For the parts that need specific lubrication, the required lubricating oil flow rate is less than the flow rate in the second oil channel 1113z. Based on this, the present application provides a throttle bolt 1112b that can both close part of the oil channel and change the flow rate. Specifically, the throttle bolt 1112b includes a throttle portion 1112ba. Among them, the throttle portion 1112ba includes a first channel 1112bb, a second channel 1112bc and a third channel 1112bd, the first oil delivery channel 1112aa is connected to the first channel 1112bb, the second oil delivery channel 1112ab is connected to the third channel 1112bd, and the first channel 1112bb is connected to the third channel 1112bd through the second channel 1112bc. The diameter of the second channel 1112bc is smaller than the diameter of the first channel 1112bb, that is, the throttle bolt 1112b is integrated with the throttling function. This arrangement can reduce the manufacturing cost of the engine 11, and the throttle bolt 1112b is simply and conveniently assembled to the housing 111, and can effectively identify whether the throttle bolt 1112b is assembled in place, thereby improving the sealing of the oil delivery channel.

[0048] As an implementation method, the second oil delivery passage 1112ab is drilled from the outside of the cylinder head 1112 in a direction perpendicular to the first oil delivery passage 1112aa, and after connecting to the first oil delivery passage 1112aa, it continues to be drilled in a direction perpendicular to the first oil delivery passage 1112aa. After the first oil delivery passage 1112aa and the second oil delivery passage 1112ab are connected, it is also necessary to close the opening opened from the cylinder head 1112. As an implementation method, the throttle bolt 1112b is also provided with a connecting portion 1112be and a raised portion 1112bf, and the connecting portion 1112be is provided with an external thread structure and is used to close the opening, and the opening is provided with an external thread structure that cooperates with the external thread structure. The raised portion 1112bf can further prevent the lubricating oil from flowing out after the throttle bolt 1112b closes the opening. Specifically, the raised portion 1112bf is configured as a retaining ring and is disposed at one end away from the throttle portion 1112ba, and the connecting portion 1112be is distributed around the outer side of the throttle bolt 1112b. The raised portion 1112bf, the throttle portion 1112ba and the connecting portion 1112be are integrally formed. Through such a configuration, the throttling purpose can be achieved, and the sealing performance of the oil delivery channel can be improved, thereby reducing the manufacturing cost of the engine 11.

[0049] like Figures 7 and 8As shown, the cylinder head 1112 is also provided with a timing assembly 1112c, a variable valve timing 1112d and a timing chamber cover 1112e. The cylinder head 1112 is also formed with a timing chamber 1112f. The timing chamber cover 1112e and the cylinder head 1112 are detachably connected and the timing chamber cover 1112e is arranged on one side of the timing chamber 1112f. The timing chamber cover 1112e is used to close at least part of the timing chamber 1112f. After the timing chamber cover 1112e, the cylinder head 1112 and the cylinder head cover 1111 are connected, a timing chamber 1112f for accommodating the timing assembly 1112c is formed. The timing assembly 1112c and the variable valve timing 1112d are both arranged in the timing chamber 1112f. The surface of the cylinder head cover 1111 away from the cylinder head 1112 extends substantially along a first plane, the surface of the cylinder head 1112 close to the cylinder body 1113 extends substantially along a second plane, and the timing chamber cover 1112e is substantially disposed between the first plane and the second plane. The housing 111 further comprises a housing seal ring 1116, which is at least partially disposed between the cylinder head cover 1111 and the cylinder head 1112, and the housing seal ring 1116 is also at least partially disposed between the timing chamber cover 1112e and the cylinder head cover 1111, and the housing seal ring 1116 can improve the sealing performance of the connection between the cylinder head cover 1111 and the cylinder head 1112, and can also improve the sealing performance of the connection between the timing chamber cover 1112e and the cylinder head cover 1111. Through the above arrangement, the cylinder head cover 1111 and the timing chamber cover 1112e are connected to form a sealed timing chamber 1112f, so that the timing assembly 1112c has better safety. At the same time, this arrangement can prevent the leakage of lubricating liquid or coolant, improve the reliability of the timing assembly 1112c and reduce the maintenance cost. Furthermore, a timing through hole is also provided on the timing chamber cover 1112e, and the variable valve timing 1112d is at least partially penetrated in the timing through hole and supported by the timing chamber cover 1112e. Through the above arrangement, the timing chamber cover 1112e has strong versatility, simple structure and low manufacturing difficulty. At the same time, the number of sealing surfaces of the housing 111 is small, which ensures the sealing of the housing 111.

[0050] like Figures 9 and 10The cylinder head cover 1111 is provided with a refueling port 1111a, which is provided at one end of the cylinder head cover 1111 close to the timing chamber cover 1112e, and is provided on the left or right side of the cylinder head cover 1111. The refueling port 1111a is used to add lubricating liquid or other liquids to the interior of the engine 11. A refueling plug 1111b is provided on the refueling port 1111a. When it is not necessary to add lubricating liquid or other liquids to the interior of the engine 11, the refueling plug 1111b and the refueling port 1111a can be fixedly connected or clamped to keep the interior of the engine 11 sealed, wherein a refueling sealing ring 1111c can be provided between the refueling plug 1111b and the refueling port 1111a to ensure the sealing after the refueling plug 1111b and the refueling port 1111a are connected.

[0051] like Figures 11 to 14 As shown, the cylinder head 1112 is also provided with an intake oil passage 1112g, and the second oil delivery passage 1112ab is also connected to the intake oil passage 1112g. The intake oil passage 1112g is used to lubricate the camshaft 1142 and the variable valve timing 1112d. The crank connecting rod mechanism 114 also includes a camshaft 1142, and the camshaft 1142 includes a first passage 1142a and a second passage 1142b. The variable valve timing 1112d is at least partially arranged in the first passage 1142a. The second passage 1142b is connected to the cylinder head 1112. The intake oil passage 1112g is connected to the first passage 1142a and the second passage 1142b and can deliver lubricating oil to the first passage 1142a and the second passage 1142b. Specifically, the camshaft 1142 is provided with a first oil inlet 1142c and a second oil inlet 1142d, the first oil inlet 1142c is connected to the first passage 1142a and the intake oil passage 1112g, and the second oil inlet 1142d is connected to the second passage 1142b and the intake passage. The first oil inlet 1142c and the second oil inlet 1142d are not directly connected on the camshaft 1142. With such a setting, the oil circuit layout of the camshaft 1142 can be simplified, so that the camshaft 1142 and various components provided on the camshaft 1142 can be quickly lubricated.

[0052] As an implementation method, the variable valve timing 1112d includes a timing sprocket 1112da, a rotor 1112db, a front cover plate 1112dg, a rear cover plate 1112dh and a central bolt valve 1112dk, wherein the timing sprocket 1112da is provided with a receiving space 1112dn, the rotor 1112db is at least partially disposed in the receiving space 1112dn, and cooperates with the timing sprocket 1112da to form a first chamber 1112de and a second chamber 1112df for receiving lubricating fluid. By adjusting the oil change between the first chamber 1112de and the second chamber 1112df, the relative position of the rotor 1112db relative to the timing sprocket 1112da is adjusted. It can be understood that the central bolt valve 1112dk is fixedly connected to the camshaft 1142 and can rotate synchronously with the camshaft 1142. The rotor 1112db is fixedly connected to the central bolt valve 1112dk and can rotate synchronously with the central bolt valve 1112dk. When the first chamber 1112de is filled with oil and the second chamber 1112df is discharged from oil, the oil pushes the rotor 1112db to rotate around the first direction, and the rotor 1112db drives the camshaft 1142 to rotate through the central bolt valve 1112dk, thereby increasing the intake volume. When the first chamber 1112de is discharged from oil and the second chamber 1112df is filled with oil, the oil pushes the rotor 1112db to rotate around the second direction, and the rotor 1112db drives the camshaft 1142 to rotate through the central bolt valve 1112dk, thereby reducing the intake volume. When the oil in the first chamber 1112de is the same as the oil in the second chamber 1112df, the oil in the first chamber 1112de and the second chamber 1112df is locked, the rotor 1112db is locked at the current position, and the intake volume is locked at the current position. It can be understood that the rotor 1112db is also provided with an oil drain valve 1112dt, which is arranged between the first chamber 1112de and the second chamber 1112df to control the oil in and out of the first chamber 1112de. The variable valve timing 1112d also includes a solenoid valve 1112du, and the central bolt valve 1112dk is also provided with an actuator 1112dm and a reset member 1112dn, which cooperate with each other and can switch between a first state and a second state. Specifically, the actuator 1112dm is arranged along the axial direction of the camshaft 1142, and can be driven by the solenoid valve 1112du to switch between the first state and the second state. It is understandable that when the intake volume to be adjusted is large, the solenoid valve 1112du drives the actuator 1112dm to move along the axial direction of the camshaft 1142, thereby increasing the oil inlet or outlet, thereby adjusting the rotation angle of the rotor 1112db relative to the timing sprocket 1112da, thereby driving the rotation angle of the camshaft 1142. It is understandable that the camshaft 1142 drives the timing opening and closing.As an implementation manner, the actuator 1112dm further includes a third state, and the third state is set between the first state and the second state.

[0053] As an implementation, the central bolt valve 1112dk includes a first through hole 1112dp and a second through hole 1112dq. The rotor 1112db is provided with a third through hole 1112dc and a fourth through hole 1112dd. When the actuator 1112dm is driven to the first state, the first through hole 1112dp and the third through hole 1112dc are connected, and the second through hole 1112dq is closed relative to the fourth through hole 1112dd, the oil drain valve 1112dt is unlocked, and the oil can flow in from the first chamber 1112de and flow out from the second chamber 1112df. The oil pushes the rotor 1112db to rotate in the first direction, and the rotor 1112db drives the camshaft 1142 to rotate through the central bolt valve 1112dk, thereby increasing the intake volume. When the actuator 1112dm is driven to the second state, the second through hole 1112dq is connected to the fourth through hole 1112dd, and the first through hole 1112dp is closed relative to the third through hole 1112dc, the first chamber 1112de is discharged with oil, and the second chamber 1112df is filled with oil, and the oil pushes the rotor 1112db to rotate around the second direction, and the rotor 1112db drives the camshaft 1142 to rotate through the central bolt valve 1112dk, thereby reducing the intake amount. When the actuator 1112dm is driven to the third state, the second through hole 1112dq is connected relative to the fourth through hole 1112dd, and the first through hole 1112dp is connected relative to the third through hole 1112dc, the oil in the first chamber 1112de and the second chamber 1112df is maintained in the current state, the rotor 1112db is locked at the current position, and the intake amount is locked at the current position. Through such an arrangement, the structure of the valve timing assembly 1112c is made simple and compact, and the weight and occupied space of the valve timing assembly 1112c are reduced, which is beneficial to the lightweight of the engine 11 and saves costs.

[0054] like Figure 15 to Figure 16As shown, the timing assembly 1112c also includes a chain 1112ca, and the chain 1112ca can be driven by the crankshaft 1141 to drive the camshaft to rotate. As an implementation, the camshaft is provided with a first transmission wheel 1142e, and the crankshaft 1141 is provided with a second transmission wheel. The chain 1112ca is arranged between the first transmission wheel 1142e and the second transmission wheel, and can be driven by the second transmission wheel to drive the first transmission wheel 1142e to rotate. When the chain 1112ca is assembled, in order to prevent the chain 1112ca from jumping teeth, a limiter 1114h is also arranged on the crankcase 1114. As an implementation, the limiter 1114h is arranged on the crankcase 1114, which is used to support the chain 1112ca and limit the chain 1112ca to the current position. Specifically, the limiting member 1114h is configured to be in an arc shape and includes a first limiting portion 1114ha and a second limiting portion 1114hb. The first limiting portion 1114ha and the second limiting portion 1114hb can be respectively inserted into the chain 1112ca and limit the chain 1112ca to a current position to prevent the chain 1112ca from falling off in a relaxed state, thereby being unable to be quickly assembled to a preset position. As an implementation method, when the chain 1112ca is tensioned, the limiting member 1114h is separated from the chain 1112ca and a preset gap is set between the limiting member 1114h and the chain 1112ca. Specifically, when the chain 1112ca is tensioned, the minimum distance between the outer ring surface of the chain 1112ca and the limiting member 1114h is greater than or equal to 0.5 mm and less than or equal to 3 mm. This arrangement ensures that the relative position of the chain 1112ca and the first transmission wheel 1142e does not change when the transmission chain between the first transmission wheel 1142e and the second transmission wheel is installed or removed, so there is no need to readjust the relative position of the crank connecting rod mechanism 114 and the valve assembly, which reduces the difficulty of installing and removing the valve transmission assembly and saves maintenance costs. As an optional embodiment, the spacing between the stopper 1114h and the chain 1112ca can also be set to be greater than or equal to 1mm and less than or equal to 2.5mm, and the spacing between the stopper 1114h and the chain 1112ca can also be set to be greater than or equal to 1.5mm and less than or equal to 2mm.

[0055] like Fig.17As shown, a groove 1142ea is provided on one end of the first transmission wheel close to the camshaft, and the valve transmission assembly or valve timing assembly 1112c is at least partially provided in the groove 1142ea, and the depth S of the recessed groove 1142ea is set to be greater than or equal to 2 mm and less than or equal to 6 mm. Further, the depth S of the recessed groove 1142ea is set to be greater than or equal to 3 mm and less than or equal to 5 mm, and the depth S of the recessed groove 1142ea is set to be greater than or equal to 3.5 mm and less than or equal to 4.5 mm. This arrangement can reduce the weight and width of the first transmission wheel while ensuring the strength of the first transmission wheel, thereby reducing the weight and occupied space of the engine 11, improving the space utilization of the all-terrain vehicle 200 and facilitating the lightweighting of the entire vehicle. It is understandable that the depth of the groove 1142ea can be set to 2 mm, 4 mm or 6 mm, etc.

[0056] like Fig.11As shown, a first limiting structure 1142g is provided on the camshaft 1142 of the engine 11, and the first limiting structure 1142g and the camshaft 1142 are integrally formed. A camshaft bearing seat 1112e is provided in the cylinder head 1112, and the camshaft bearing seat 1112e is fixedly connected to the cylinder head 1112. A second limiting structure 1112ea is provided on the camshaft bearing seat 1112e, and the first limiting structure 1142g and the second limiting structure 1112ea cooperate to limit the axial displacement freedom of the valve transmission assembly 1226, and the first limiting structure 1142g can rotate relative to the second limiting structure 1112ea. Specifically, the first limiting structure 1142g is set as an annular protrusion on the camshaft 1142, the second limiting structure 1112ea is set as an extension formed by at least partially extending the camshaft bearing seat 1112e1226x to one side of the camshaft 1142, and the first limiting structure 1142g is set in the second limiting structure 1112ea so that the camshaft bearing seat 1112e limits the axial movement of the camshaft 1142 along the camshaft 1142. The first limiting structure 1142g can be set on the left side, right side or middle of the camshaft 1142. Of course, according to the specific structure of the engine 11, the first limiting structure 1142g can also be set as an extension formed by at least partially extending the camshaft 1142 to one side of the camshaft bearing seat 1112e, and the second limiting structure 1112ea can also be set as an annular protrusion on the camshaft bearing seat 1112e, and the second limiting structure 1112ea is at least partially set in the first limiting structure 1142g so that the camshaft bearing seat 1112e limits the axial movement of the camshaft 1142. The camshaft 1142 can limit the axial movement of the camshaft by such a configuration, thereby improving the reliability and accuracy of the valve transmission assembly 1226. It can be understood that this configuration reduces the weight and occupied space of the engine 11 while avoiding the axial movement of the camshaft, thereby improving the space utilization of the all-terrain vehicle 200 and facilitating the lightweighting of the vehicle.

[0057] like Figures 18 to 21As shown, the engine 11 also includes an oil-gas separator 11g, which is arranged on the cylinder head 1112, one end of the oil-gas separator 11g is connected to the cylinder head 1112, and the other end of the oil-gas separator 11g is connected to the intake assembly 1122 of the valve mechanism 112. It can be understood that due to the high temperature generated by the combustion in the combustion chamber in the cylinder head 1112, an oil-gas mixture will inevitably be produced. The oil-gas separator 11g is used to separate the particulate matter in the cylinder head 1112 into oil and gas. The oil-gas separator 11g is provided with an air inlet 11ga, an oil outlet 11gb and an exhaust port 11gc. Among them, the air inlet 11ga is connected to the accommodating space of the cylinder head 1112, and can inhale the oil-gas mixture in the cylinder head 1112. The oil outlet 11gb is connected to the accommodation space formed by the cylinder head 1112. The oil outlet 11gb is set as a one-way valve structure, which can discharge the oil in the oil-gas separator 11g in one direction. The oil-gas separator 11g guides the oil to flow back to the oil pan 1115 through the oil outlet 11gb. The exhaust port 11gc is connected to the intake assembly 1122, so as to transport the separated gas to the combustion chamber for combustion. Specifically, the oil-gas separator 11g also includes an exhaust pipe 11gd, and the exhaust pipe 11gd is connected to the exhaust port 11gc and the intake assembly 1122. Through the above arrangement, the number of parts of the oil-gas separator 11g is reduced, the structure of the oil-gas separator 11g is simple and practical, and the assembly and maintenance of the oil-gas separator 11g are convenient.

[0058] The oil-gas separator 11g includes a first separation mechanism 11ge and a second separation mechanism 11gh. The separation accuracy of the first separation mechanism 11ge is lower than that of the second separation mechanism 11gh. When the particle size of the oil droplets is larger than the first particle size, the first separation mechanism 11ge can separate the oil droplets larger than the first particle size from the oil-gas mixture; when the particle size of the oil droplets is less than or equal to the first particle size, the second separation mechanism 11gh can separate the oil droplets less than or equal to the first particle size from the oil-gas mixture; the first particle size refers to the particle size with the most concentrated distribution in the oil droplets. Through the above-mentioned settings, the separation effect of the oil-gas separator 11g on oil and gas in oil droplets of different particle sizes can be improved, thereby improving the separation performance and applicability of the oil-gas separator 11g.

[0059] The first separation mechanism 11ge is configured as a baffle structure 11gf. When the oil-gas mixture enters the oil-gas separator 11g from the air inlet 11ga, when it collides with the first separation mechanism 11ge, the oil droplets of the first particle size in the oil-gas separator 11g will stay on the baffle structure 11gf and gather on the baffle structure 11gf. As an implementation method, the baffle structure 11gf is provided with a plurality of bending paths, so that the oil-gas mixture can collide multiple times, so as to separate the oil droplets of the first particle size in the oil-gas mixture as much as possible, and finally gather on the baffle structure 11gf. It can be understood that the baffle structure 11gf is also provided with an oil return port 11gg, which is provided at the lowest end of the oil-gas separator 11g, so that the oil droplets can be discharged under the action of gravity.

[0060] The second separation mechanism 11gh includes a fine filter plate 11gk and a fine filter column plate 11gn. The fine filter plate 11gk is provided with a plurality of through holes 11gm, which are used to increase the flow rate of the oil-gas mixture flowing in from the first separation mechanism 11ge. Specifically, after the oil-gas mixture separates from the first separation mechanism 11ge, it will continue to collide with the fine filter plate 11gk, and the through holes 11gm on the fine filter plate 11gk increase the flow rate of the oil-gas mixture. The fine filter column plate 11gn includes a conical column 11gp and a baffle 11gq, and the conical column 11gp is distributed on the baffle 11gq and distributed toward the second separation mechanism 11gh. Among them, the conical column 11gp is basically conical, and it is distributed on the baffle 11gq with a large area, thereby greatly increasing the contact area between the oil-gas mixture and the conical column 11gp. Thereby, oil droplets less than or equal to the first particle size can be effectively separated. The oil droplets converge and flow into the oil outlet 11gb, and then flow back to the oil pan 1115 from the oil outlet 11gb.

[0061] In this embodiment, the second separation mechanism 11gh is integrated into a separation module, which can separate oil droplets less than or equal to the first particle size. The first separation mechanism 11ge is set as another separation module, which can separate oil droplets larger than the first particle size. It can be understood that the oil-gas separator 11g uses a two-stage separation module to fully separate the oil droplets and gas in the oil-gas mixture, effectively improving the separation efficiency. In addition, due to the simplicity of the above separation structure, the separation cost is also reduced, making the engine 11 more compact as a whole.

[0062] like Figure 23 to Figure 26As shown, the cylinder head 1112 is also provided with an intake passage 1112f and an exhaust passage 1112g. In order to increase the intake tumble ratio, a tumble structure 1112fa is provided in the intake passage 1112f. As an implementation method, the tumble structure 1112fa is provided as a concave portion of the tube wall of the intake passage 1112f that is concave toward the inner side of the intake passage 1112f. Since the cross-sectional area of ​​the circumference of the tumble structure 1112fa is larger than the cross-sectional area of ​​the intake passage 1112f, a pressure difference is generated between the tumble structure 1112fa and the intake passage 1112f. When the mixed gas flow in the intake passage 1112f passes through the tumble structure 1112fa, the mixed gas flow diffuses to the tube wall of the tumble structure 1112fa, causing a complex change in the flow direction of the mixed gas flow, thereby improving the tumble intensity of the mixed gas flow. The air intake passage 1112f includes a first tube wall 1112fb and a second tube wall 1112fc, wherein the first tube wall 1112fb is provided as a tube wall on a side of the air intake passage 1112f close to the ignition mechanism 115, and the second tube wall 1112fc is provided as a tube wall on a side of the air intake passage 1112f away from the ignition mechanism 115. The tumble flow structure 1112fa is provided as a third tube wall, and the third tube wall is provided on the same side of the second tube wall 1112fc. The cylinder head 1112 has a first preset straight line perpendicular to both the intake channel 1112f and the exhaust channel 1112g. On a projection plane perpendicular to the first preset straight line, the projection of the second pipe wall 1112fc along the first preset straight line on the projection plane substantially extends along the first preset direction 101. A tangent plane is provided at the connection between the tumble flow structure 1112fa and the second pipe wall 1112fc. The projection of the tangent plane along the first preset straight line on the projection plane substantially extends along the second preset direction 102. The angle between the first preset direction 101 and the second preset direction 102 is greater than or equal to 40° and less than or equal to 60°. Specifically, the angle between the first preset direction 101 and the second preset direction 102 is greater than or equal to 43° and less than or equal to 57°. Specifically, the angle between the first preset direction 101 and the second preset direction 102 is greater than or equal to 46° and less than or equal to 53°. Through such a setting, the airflow can be effectively guided to collide with the inner wall of the intake passage 1112f and generate tumble in the combustion chamber, so that the tumble ratio is greater than or equal to 0.6 and less than or equal to 1, thereby increasing the combustion efficiency of the gas and improving the efficiency of the engine 11.

[0063] A cylinder head water jacket 1112h is also provided on the cylinder head 1112. The cylinder head water jacket 1112h is connected to the cylinder body water jacket 1113y. As an implementation method, a valve is provided on the cylinder head 1112, and the valve cooperates with the cylinder body 1113 to form a combustion chamber. In this embodiment, three groups of valves are provided, which are basically arranged along a first straight line 103 direction, and the connection between the valve and the cylinder body 1113 is basically arranged in the same preset plane. In a second straight line 104 direction perpendicular to the preset plane, the heat exchange medium in the cylinder body water jacket 1113y flows into the cylinder head water jacket 1112h along the second straight line 104 direction, and after flowing through the exhaust passage of the cylinder head 1112, it is discharged from a preset direction 105 that is perpendicular to both the first straight line 103 direction and the second straight line direction 104. It can be understood that through such a setting method, the heat exchange medium flowing through the exhaust passage can be made more uniform, and its heat dissipation effect is better.

[0064] The cylinder head 1112 is provided with an air supply channel 1112k, which is connected to the exhaust channel 1112g and the external space. The cylinder head cover 1111 is provided with a connecting channel 1111d, which is connected to the air supply channel 1112k and the external space. Specifically, the air supply channel 1112k includes a connecting portion 1112ka and a conveying portion 1112kb, the connecting portion 1112ka is arranged between the conveying portion 1112kb and the exhaust channel 1112g, the axis of the connecting portion 1112ka extends substantially along the first direction, the axis of the conveying portion 1112kb extends substantially along the second direction, the first direction and the second direction are substantially perpendicularly arranged, the end surface of the connection between the exhaust channel 1112g and the connecting portion 1112ka extends along a preset plane, and the angle between the first direction and the fifth plane 105 is set to be greater than or equal to 90° and less than or equal to 180°. Through the above arrangement, when the exhaust gas in the combustion chamber is discharged from the combustion chamber, the exhaust gas in the exhaust passage 1112g will not enter the air supply passage 1112k due to the effect of inertia, and the pressure difference generated in the exhaust passage 1112g causes the air in the external space to enter the exhaust passage 1112g through the air supply passage 1112k, and the incompletely burned exhaust gas in the combustion chamber and the air react chemically in the exhaust passage 1112g to convert the harmful gas therein into harmless gas, thereby reducing the content of harmful gas in the exhaust gas and improving the environmental protection of the engine 11. It can be understood that the higher the temperature of the exhaust gas in the exhaust passage 1112g, the more thorough the chemical reaction between the incompletely burned exhaust gas and the air. As an optional embodiment, the exhaust passage 1112g includes a first end close to the combustion chamber, and the connecting portion 1112ka is connected to the first end of the exhaust passage 1112g, so that the exhaust gas can react chemically with the air at a higher temperature. An air-injection sealing ring 1112kc is provided between the air-injection passage 1112k and the communication passage 1111d, and the air-injection sealing ring 1112kc is used to improve the sealing performance of the conveying portion 1112kb and reduce the pressure loss of the air-injection passage 1112k. The air-injection sealing ring 1112kc and the housing sealing ring 1116 are integrally formed to reduce the number of parts of the engine 11 and facilitate the manufacture and assembly of the parts of the engine 11. A first ignition through hole 1111e is provided on the cylinder head cover 1111, and a second ignition through hole 1112m is provided on the cylinder head 1112. The ignition mechanism 115 is penetrated through the first ignition through hole 1111e and the second ignition through hole 1112m and is at least partially provided in the combustion chamber. An ignition sealing ring 1116a is provided between the cylinder head cover 1111 and the cylinder head 1112, and the ignition mechanism 115 is also at least partially penetrated through the ignition sealing ring 1116a. The ignition sealing ring 1116a can securely install the ignition mechanism 115 and improve the sealing performance of the engine 11.As an optional embodiment, the ignition seal ring 1116a and the housing seal ring 1116 are formed in one piece, that is, the air supply seal ring 1112kc, the ignition seal ring 1116a and the housing seal ring 1116 are formed in one piece, so as to reduce the number of parts of the engine 11 and facilitate the manufacture and assembly of the parts of the engine 11. By providing the air supply channel 1112k in the cylinder head 1112 and the cylinder head cover 1111, the structure of the engine 11 is made compact, the parts of the engine 11 are reduced, and the integration of the engine 11 is improved.

[0065] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; An engine, the engine comprising a cylinder head, the cylinder head being provided with an intake oil passage, a camshaft and a variable valve timing; It is characterized in that The intake passage is connected to the camshaft and the variable valve timing, and the variable valve timing includes a timing sprocket, a rotor and a central bolt valve. The rotor is at least partially arranged in the timing sprocket and forms a first chamber and a second chamber with the timing sprocket. The rotor is fixedly connected to the camshaft and can drive the camshaft to rotate. The central bolt valve includes a first through hole and a second through hole. The rotor is provided with a third through hole and a fourth through hole. When the first through hole and the third through hole are connected and the second through hole and the fourth through hole are closed, oil enters the first chamber and oil exits the second chamber, and the oil pushes the rotor to rotate in a first direction; when the second through hole and the fourth through hole are connected and the first through hole is closed relative to the third through hole, oil exits the first chamber and oil enters the second chamber, and the oil pushes the rotor to rotate in a second direction.

2. The all-terrain vehicle according to claim 1, characterized in that: The variable valve timing system includes a front cover plate and a rear cover plate, and the front cover plate and the rear cover plate close the first chamber and the second chamber in a front-to-rear direction.

3. The all-terrain vehicle according to claim 1, characterized in that: The central bolt valve is fixedly connected to the rotor and can rotate synchronously with the rotor.

4. The all-terrain vehicle according to claim 1, characterized in that: The variable valve timing further includes an oil drain valve disposed between the first chamber and the second chamber.

5. The all-terrain vehicle according to claim 1, characterized in that: The variable valve timing also includes a solenoid valve, and the central bolt valve includes an actuator and a reset member. The solenoid valve can drive the actuator to switch between a first state and a second state, and the reset member cooperates with the actuator and can be used to reset the actuator.

6. The all-terrain vehicle according to claim 5, characterized in that: When the actuator is in the first state, the first through hole is connected to the third through hole, and the second through hole is closed relative to the fourth through hole.

7. The all-terrain vehicle according to claim 5, characterized in that: When the actuator is in the second state, the second through hole is connected to the fourth through hole, and the first through hole is closed relative to the third through hole.

8. The all-terrain vehicle according to claim 5, characterized in that: The actuator also includes a third state disposed between the first state and the second state.

9. The all-terrain vehicle according to claim 8, characterized in that: When the actuator is in the third state, the second through hole is communicated with the fourth through hole, and the first through hole is communicated with the third through hole.

10. The all-terrain vehicle according to claim 1, characterized in that: The camshaft includes a first oil inlet, a second oil inlet, and a first passage connected to the first oil inlet and a second passage connected to the second oil inlet; the variable valve timing is at least partially arranged in the first passage, and the second passage is connected to the cylinder head; the first oil inlet and the second oil inlet are connected to the intake oil channel, and the first oil inlet and the second oil inlet are not directly connected on the camshaft.

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