Power assembly and all-terrain vehicle adopting same

Abstract

The invention discloses a power assembly and an all-terrain vehicle adopting the power assembly. The power assembly comprises a pressurizing assembly, a power assembly and a driving assembly, the cooling system comprises a cooling driving part and a cooling pipeline, and the pressurizing assembly is provided with a heat dissipation pipeline communicating with the cooling pipeline; the cooling driving part comprises a first state and a second state, and when the cooling driving part is in the first state, the cooling driving part drives the heat exchange medium to flow in the heat dissipation pipeline and / or the cooling pipeline; when the cooling driving part is in the second state, the cooling driving part stops driving the heat exchange medium to flow; and when the cooling driving part is in the second state, a third pressure value exists in the heat dissipation pipeline, a fourth pressure value exists in the cooling pipeline, and the third pressure value is larger than the fourth pressure value. According to the power assembly and the all-terrain vehicle adopting the power assembly, heat dissipation can be carried out under the unpowered condition, the heat dissipation cost is reduced, and the stability of a generator is improved.

Description

Technical Field

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

[0002] In the prior art, the powertrain, as a vehicle power source, needs to adapt to the vehicle's needs for different power. For all-terrain vehicles, since they need to face complex driving environments, this puts forward higher power requirements for the engine of the all-terrain vehicle. In addition, in order to set a higher output power, some engines have not only improved the displacement, but also further increased the intake volume. Setting a supercharger is a good means to increase the intake volume. However, the supercharger itself is driven by high-temperature exhaust gas, and its own temperature is relatively high. How to package the supercharger to continue cooling after the powertrain is shut down without adding a cooling mechanism 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 a power assembly and an all-terrain vehicle using the power assembly, wherein the power assembly and the all-terrain vehicle using the power assembly have low heat dissipation cost and compact structure.

[0004] In order to achieve the above-mentioned technical objectives, the present application provides a powertrain, including a supercharging component; a cooling system, the cooling system including a cooling drive and a cooling pipeline, a heat exchange medium is arranged in the cooling pipeline, and the cooling pipeline is at least partially connected to the supercharging component; the supercharging component is provided with a heat dissipation pipeline connected to the cooling pipeline, the cooling drive includes a first state and a second state, when the cooling drive is in the first state, the cooling drive drives the heat exchange medium to flow in the heat dissipation pipeline and / or the cooling pipeline; when the cooling drive is in the second state, the cooling drive stops driving the heat exchange medium to flow; when the cooling drive is in the first state, the heat dissipation pipeline has a first pressure value, the cooling pipeline has a second pressure value, and the first pressure value is substantially the same as the second pressure value; when the cooling drive is in the second state, the heat dissipation pipeline has a third pressure value, the cooling pipeline has a fourth pressure value, and the third pressure value is greater than the fourth pressure value.

[0005] Furthermore, the powertrain also includes a thermostat and a temperature sensor, the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, the cooling system includes a large circulation loop and a small circulation loop, when the thermostat is in the open state, the large circulation loop is connected to the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop.

[0006] Further, when the temperature of the heat exchange medium is lower than a preset temperature, the thermostat is closed, and when the temperature of the heat exchange medium is higher than or equal to the preset temperature, the thermostat is opened.

[0007] Furthermore, the cooling system also includes a radiator, which is connected to the heat dissipation pipeline; the cooling system includes a large circulation loop and a small circulation loop, the large circulation loop connects the cooling drive, cooling pipeline, heat dissipation pipeline and radiator; the small circulation loop only connects the cooling drive and the cooling pipeline.

[0008] Furthermore, the powertrain also includes a cylinder block and a cylinder head, a cylinder block water jacket is provided in the cylinder block, a cylinder head water jacket is provided in the cylinder head, the cylinder head water jacket and the cylinder block water jacket are connected, the cylinder block water jacket is connected to the cooling drive component, and the cooling system includes a first cooling path, and the first cooling path at least partially connects the cooling drive component, the cylinder block water jacket, the cylinder head water jacket and the cooling pipeline.

[0009] Furthermore, the powertrain also includes a thermostat and a temperature sensor, the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, the cooling system includes a large circulation loop and a small circulation loop, when the thermostat is in the open state, the large circulation loop is connected to the small circulation loop, and the first cooling path is connected to the large circulation loop and the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop, and the first cooling path is only connected to the small circulation loop.

[0010] Further, the cooling system includes a second cooling path, and the second cooling path is at least partially connected to the first cooling path and the supercharger assembly.

[0011] Furthermore, the supercharging assembly includes an input end and an output end, the input end is connected to the cylinder water jacket through a cooling pipeline, and the output end is connected to an end of the heat dissipation pipeline close to the cooling drive component through a cooling pipeline.

[0012] Furthermore, the powertrain also includes a lubrication mechanism, the lubrication mechanism includes an oil cooling assembly, the cooling system includes a third cooling path, and the third cooling path at least partially connects the cooling drive component, the cooling pipeline and the oil cooling assembly.

[0013] An all-terrain vehicle comprises a frame; a body covering member, which is at least partially arranged on the frame; a running assembly, which is at least partially connected to the frame; and the all-terrain vehicle further comprises any power assembly of the foregoing items.

[0014] The invention is beneficial in that it realizes continuous cooling of the supercharger after shutdown by using the heat difference of the supercharger itself to generate a pressure difference. This cooling method is low in cost and makes the structure of the entire powertrain compact. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic diagram of the three-dimensional structure of the all-terrain vehicle of the present application;

[0016] Figure 2 A schematic diagram of the three-dimensional structure of the powertrain of the present application;

[0017] Figure 3 An exploded diagram of the engine for this application;

[0018] Figure 4 An exploded view of one of the perspectives of the engine of the present application;

[0019] Figure 5 A three-dimensional schematic diagram of the internal lubrication structure of the engine of the present application;

[0020] Figure 6 A schematic diagram of the lubrication structure of the crankshaft of the engine of the present application;

[0021] Figure 7 A three-dimensional schematic diagram of the crankshaft and magnetic motor structure of the engine of the present application;

[0022] Figure 8 A three-dimensional schematic diagram of the cooling structure of the engine of the present application;

[0023] Fig. 9 A three-dimensional schematic diagram of the cooling structure of the engine of the present application from another perspective;

[0024] Fig.10 It is a cross-sectional view of the connection structure of the supercharging assembly of the engine of the present application. DETAILED DESCRIPTION

[0025] 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.

[0026] like Figures 1 to 3As 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] like Figures 4 to 7As shown, the engine 11 further includes a lubricating mechanism 127, in which lubricating liquid is provided, and the lubricating mechanism 127 allows the lubricating liquid to circulate in the engine 11 to reduce the wear of the engine 11. The crankcase 1114 and the oil pan 1115 are connected to form an oil storage tank 1115a, one end of the lubricating mechanism 127 is provided in the oil storage tank 1115a, and the other end of the lubricating mechanism 127 is provided in the housing 111, the crank-connecting rod mechanism 114124 and other parts of the engine 11, and the oil storage tank 1115a is used to collect and store the lubricating liquid of the engine 11, and the lubricating mechanism 127 can transfer or spray the lubricating liquid to the parts of the engine 11, so that the lubricating liquid plays a role in lubricating and cooling the parts of the engine 11. The lubrication mechanism 127 includes an oil pumping mechanism 116, an oil filter 11c and an oil cooler 11b. The housing 111 includes a side cover 1113q. The side cover 1113q and the crankcase 1114 are fixedly connected. The oil filter 11c and the oil cooler 11b are arranged on the side cover 1113q. The lubricating mechanism 127 further includes an oil pipe 1171, through which the oil pumping mechanism 116 is connected to the oil storage tank 1115a, the oil pan 1115 is provided with an oil pan 1115 oil passage 1219b, the side cover 1113q is provided with a side cover oil passage 1113qm, the oil pan 1115 oil passage 1219b is connected to the side cover oil passage 1113qm, the oil pumping mechanism 116 is connected to the oil filter 11c through the oil pan 1115 oil passage 1219b and the side cover oil passage 1113qm, and the oil filter 11c is connected to the oil cooler 11b1273 through the side cover oil passage 1113qm. By providing the side cover oil passage 1113qm, the structural space of the side cover 1113q itself can be fully utilized, the arrangement of pipelines can be avoided, the cost can be saved, and the space utilization rate of the side cover 1113q can be improved. The crank-connecting rod mechanism 114 includes a balancing shaft 1114f, which is used to balance and reduce the vibration of the crankshaft 1141, thereby improving the stability of the engine 11. A main oil circuit 1114k is provided in the crankcase 1114, and the main oil circuit 1114k is connected to the side cover oil circuit 1113qm. A balancing shaft bearing seat 1114m and a crankshaft bearing seat 1114n are provided in the crankcase 1114. Both ends of the balancing shaft 1114f are rotatably connected to the crankcase 1114 through a balancing shaft bearing provided in the balancing shaft bearing seat 1114m, and the crankshaft 1141 is rotatably connected to the crankcase 1114 through a crankshaft bearing 1114p provided in the crankshaft bearing seat 1114n. A first oil circuit 1114q is provided in the crankcase 1114, and the main oil circuit 1114k is connected to the crankshaft bearing seat 1114n through the first oil circuit 1114q. The lubricating fluid in the main oil circuit 1114k can flow to the crankshaft bearing seat 1114n through the first oil circuit 1114q, thereby lubricating the crankshaft bearing 1114p.A second oil circuit 1114r is also provided in the crankcase 1114, and the crankshaft bearing seat 1114n is connected to the balance shaft bearing seat 1114m through the second oil circuit 1114r. The lubricating fluid in the crankshaft bearing seat 1114n can flow to the balance shaft bearing seats 1114m at both ends of the balance shaft 1114f through the second oil circuit 1114r, thereby lubricating the balance shaft bearings. A balance shaft oil circuit 1114fe is provided inside the balance shaft 1114f, and the balance shaft oil circuit 1114fe is connected to the balance shaft bearing seats 1114m at both ends of the balance shaft 1114f, so that the lubricating fluid in the balance shaft bearing seats 1114m can flow to the balance shaft 1114f, thereby lubricating the balance shaft 1114f. This arrangement can increase the amount of lubricating fluid in the balancing shaft 1114f, and the lubricating fluid flows from both ends of the balancing shaft 1114f into the balancing shaft oil passage 1242a to balance the flow of the lubricating fluid flowing into the balancing shaft 1114f, thereby improving the lubrication and heat dissipation conditions of the balancing shaft 1114f.

[0031] As an implementation method, the magnetic motor 118 is arranged between the crankshaft 1141 and the side cover 1113q. The magnetic motor 118 includes a stator assembly 1182 and a rotor 1183. In the present application, the stator assembly 1182 and the side cover 1113q are fixedly connected. The rotor 1183 forms a rotor cavity 1183a around itself, and the stator assembly 1182 is arranged in the rotor cavity 1183a. A keyway 1183b is arranged between the rotor 1183 and the crankshaft 1141. The rotor 1183 and the crankshaft 1141 are key-connected through the keyway 1183b. The side cover 1113q surrounds the rotor 1183 and surrounds the rotor 1183 and the stator assembly 1182. When the engine 11 is working, the crankshaft 1141 can drive the rotor 1183 to rotate relative to the stator assembly 1182 to cut the magnetic induction line to generate electricity. It can be understood that when the crankshaft 1141 drives the rotor 1183 to rotate at a high speed, a large amount of heat will be generated when the rotor 1183 cuts the magnetic induction line relative to the stator assembly 1182. In this embodiment, the magnetic motor 118 itself has a large power because it needs to output a large amount of electricity. Specifically, the rated power of the magnetic motor 118 is set to be greater than or equal to 0.9kW and less than or equal to 1.5kW. Based on the setting of such a high-power magnetic motor 118, the magnetic motor 118 itself also needs to be provided with a cooling system to maintain the temperature of the magnetic motor 118 within a preset range when generating electricity. Specifically, in order to meet the normal operation of the magnetic motor 118, its temperature needs to be maintained within a range of less than or equal to 220°C. As an implementation method, the present application also provides a cooling oil circuit for cooling the magnetic motor 118. Specifically, the crankshaft 1141 is rotatably connected to the crankcase 1114 through a bearing disposed in a crankshaft bearing seat 1114n, and a crankshaft oil circuit 1141a is disposed in the crankshaft 1141, and the crankshaft oil circuit 1141a is connected to the main oil circuit 1114k through the crankshaft bearing seat 1114n. A rotor oil circuit 1184 is disposed in the rotor 1183, and the rotor oil circuit 1184 is connected to the crankshaft oil circuit 1141a. Among them, the crankshaft oil circuit 1141a is configured as a passage inside the crankshaft 1141. The crankshaft oil circuit 1141a includes a first passage 1141b connected to the main oil circuit 1114k and a second passage 1141c connected to the rotor oil circuit 1184. The second passage 1141c is also provided with a through hole 1141ba penetrating the crankshaft 1141, and the through hole 1141ba is connected to the rotor oil circuit 1184. Furthermore, the rotor 1183 is at least partially penetrated by the rotor oil passage 1184, and the crankshaft oil passage 1141a is connected to the rotor cavity 1183a through the rotor oil passage 1184. When the rotor 1183 rotates, the lubricating fluid passes through the rotor 1183 and can splash onto the stator assembly 1182. This arrangement can prevent the stator assembly 1182 from being ablated and damaged due to excessive temperature, thereby improving the safety, reliability and service life of the magnetic motor 118.

[0032] It can be understood that different powers of the magneto 118 emit different amounts of heat in the working state. In this embodiment, in order to meet the cooling requirements of the higher power magneto 118, the diameter of the through hole 1141ba of the crankshaft 1141 is set to be greater than or equal to 1 mm and less than or equal to 1.4 mm. There are two through holes 1141ba, which are distributed circumferentially around the crankshaft 1141. Through such a setting, a better lubrication effect can be achieved, so that the magneto 118 can be better lubricated, and its temperature is maintained in a range of less than or equal to 220°C. In addition, it can also avoid excessive outflow of lubricating fluid, resulting in excessive outflow of lubricating fluid in the main oil circuit 1114k, affecting the lubrication effect of other components. As an implementation method, the ratio of the diameter of the through hole 1141ba of the crankshaft 1141 to the rated power of the magneto 118 is greater than or equal to 0.65 mm / kW and less than or equal to 1.56 mm / kW. Furthermore, the ratio of the diameter of the through hole 1141ba of the crankshaft 1141 to the rated power of the magnetic motor 118 is greater than or equal to 0.85 mm / kW and less than or equal to 1.45 mm / kW. It can be understood that the ratio of the diameter of the through hole 1141ba of the crankshaft 1141 to the rated power of the magnetic motor 118 is greater than or equal to 0.95 mm / kW and less than or equal to 1.15 mm / kW. Through the above arrangement, it is possible to ensure that the power generation demand of the high-power magnetic motor 118 of the all-terrain vehicle 200 is met while meeting the cooling requirements of the magnetic motor 118 to avoid damage due to high heat during operation. Furthermore, through the above arrangement, it is possible to reduce the use of other cooling mechanisms to cool the magnetic motor 118, thereby making the engine 11 more compact as a whole, meeting the requirements of the compact body and small body installation space of the all-terrain vehicle 200.

[0033] As an optional embodiment, the rotor oil circuit 1184 includes a first rotor oil circuit 1184a and a second rotor oil circuit 1184b, and the first rotor oil circuit 1184a, the second rotor oil circuit 1184b and the keyway 1183b are arranged around the crankshaft 1141. Specifically, on a first plane 101 perpendicular to the rotation axis of the crankshaft 1141, the projection of the axis of the first rotor oil circuit 1184a on the first plane 101 is the first projection, and the projection of the axis of the second rotor oil circuit 1184b on the first plane 101 is the second projection, the first projection basically extends along the first direction, the second projection basically extends along the second direction, the intersection line of the symmetry plane of the keyway 1183b and the first plane 101 basically extends along the third direction, and the angle between the first direction, the second direction and the third direction is set to 120°. This arrangement makes the local loads borne by the crankshaft 1141 and the rotor 1183 uniform, and ensures the structural strength of the crankshaft 1141 and the rotor 1183. The radius of the first rotor oil circuit 1184a is set to be greater than or equal to 2 mm and less than or equal to 4 mm, and the radius of the second rotor oil circuit 1184b is set to be greater than or equal to 2 mm and less than or equal to 4 mm. This setting method can not only meet the heat dissipation and lubrication requirements of the magnetic motor 118, but also ensure the structural strength of the crankshaft 1141 and the rotor 1183. As an optional embodiment, the radius of the first rotor oil circuit 1184a is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm, and the radius of the second rotor oil circuit 1184b is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm. Specifically, the radius of the first rotor oil circuit 1184a can be set to 2 mm, 3 mm or 4 mm, etc., and the radius of the second rotor oil circuit 1184b can be set to 2 mm, 3 mm or 4 mm, etc.

[0034] like Figures 8 to 9As shown, the engine 11 also includes a cooling system 11a, in which a heat exchange medium is provided. The cooling system 11a128 allows the heat exchange medium to circulate in the engine 11 to take away the heat generated when the engine 11 is working. The cooling system 11a includes a water pump assembly 11aa, a cooling pipeline 11ab, a heat dissipation pipeline 11ac and a radiator 11ad. The cooling pipeline 11ab connects the water pump assembly 11aa and the parts of the engine 11. The water pump assembly 11aa drives the heat exchange medium to circulate in the parts of the engine 11 to take away the heat generated when the engine 11 is working, and brings the heat exchange medium to the heat dissipation pipeline 11ac through the cooling pipeline 11ab. The heat dissipation pipeline 11ac is connected to the radiator 11ad, so that the heat absorbed by the heat exchange medium is transferred to the external space through the radiator 11ad. It can be understood that when the engine 11 is in different working states, the heat emitted by the heat generating unit in the engine 11 is different, and its cooling requirements are also inconsistent. Specifically, the cooling system 11a includes a large circulation loop and a small circulation loop. Among them, the large circulation loop refers to the water pump assembly 11aa driving the heat exchange medium to flow through the cooling pipeline 11ab, the heating unit of the engine 11, and the heat dissipation pipeline 11ac, and then enter the radiator 11ad to dissipate heat, and then flow out from the radiator 11ad, and continue to flow through the heat dissipation pipeline 11ac and the water pump assembly 11aa to form a loop. Since the radiator 11ad is required to assist in heat dissipation, this loop is suitable for when the engine 11 generates a lot of heat. The small circulation loop refers to the water pump assembly 11aa driving the heat exchange medium to flow through the cooling pipeline 11ab, the heating unit of the engine 11, and then flow back to the cooling pipeline 11ab and enter the loop formed by the water pump assembly 11aa. As an implementation method, the cooling system 11a also includes a thermostat 11ae and a temperature sensor 11af. The temperature sensor 11af is electrically connected to the thermostat 11ae, and is used to monitor the temperature of the heat exchange medium to provide an electrical signal to the thermostat 11ae. The thermostat 11ae is arranged at the connection of the heat dissipation pipeline 11ac and the cooling pipeline 11ab to control the cooling circulation path of the cooling system 11a. Specifically, when the temperature of the heat exchange medium is lower than the preset temperature, the thermostat 11ae is closed, and at this time the cooling system 11a only conducts the small circulation loop. When the temperature of the heat exchange medium is greater than or equal to the preset temperature, the thermostat 11ae is turned on, and at this time the large circulation loop and the small circulation loop of the cooling system 11a are connected to achieve sufficient cooling of the engine 11. As an implementation method, the preset temperature is set to 82°C. Below this temperature value, the engine 11 can maintain good operation. When it is higher than the temperature value, the current cooling mode cannot meet the normal operation of the engine 11, and a stronger cooling mode needs to be turned on. In some optional embodiments, the preset temperature can also be set to other temperature values, which will not be repeated here.

[0035] It can be understood that the engine 11 includes a plurality of heat generating units, each of which needs to be sufficiently cooled when in operation to achieve continuous operation of the engine 11. The cooling system 11a includes a first cooling path, which is used to cool the cylinder block 1113. Specifically, the cooling system 11a is provided with a cylinder water jacket 1113y in the cylinder block 1113, and the cylinder water jacket 1113y is arranged around the combustion chamber, and a cylinder head water jacket 1112h is provided in the cylinder head 1112, and the cylinder head water jacket 1112h is arranged around the intake assembly 1122 and the combustion chamber and is connected to the cylinder water jacket 1113y. One end of the cylinder water jacket 1113y is connected to the water pump assembly 11aa, and one end of the cylinder head water jacket 1112h is connected to the thermostat 11ae, and the thermostat 11ae is connected to the water pump assembly 11aa through the heat dissipation pipeline 11ac. It can be understood that the first cooling path is configured as a loop connecting the water pump assembly 11aa, the cylinder water jacket 1113y, the cylinder head water jacket 1112h, the thermostat 11ae and the water pump assembly 11aa.

[0036] In the present application, the valve mechanism 112 includes a supercharger assembly 1121, and the supercharger assembly 1121 is used to increase the intake air volume of the engine 11. The cooling system 11a includes a second cooling path, and the second cooling path is used to cool the supercharger assembly 1121. Specifically, the supercharger assembly 1121 includes an air inlet end 1121e and an air outlet end 1121f. Among them, the air inlet end 1121e is connected to the cylinder water jacket 1113y through the cooling pipeline 11ab, and the air outlet end 1121f is connected to the heat dissipation pipeline 11ac through the cooling pipeline 11ab. Specifically, the water pump assembly 11aa includes a first state that can drive the heat exchange medium to flow in the heat dissipation pipeline 11ac and the cooling pipeline 11ab, and a second state that stops driving the heat exchange medium to flow. When the water pump assembly 11aa is in the first state, the water pump assembly 11aa drives the heat exchange medium to flow in the cylinder water jacket 1113y, the cylinder head water jacket 1112h and the supercharging assembly 1121. At this time, the cooling pipeline 11ab has a first pressure value, and the heat dissipation pipeline 11ac has a second pressure value, and the first pressure value is substantially the same as the second pressure value. When the water pump assembly 11aa is in the second state, the water pump assembly 11aa stops driving the heat exchange medium to flow. At this time, since the supercharging assembly 1121 still has residual heat, it can continue to heat the heat exchange medium in the heat dissipation pipeline 11ac. After the heat exchange medium is vaporized, the pressure in the heat dissipation pipeline 11ac increases, and at the same time, a pressure difference is formed at the air outlet 1121f to produce a "siphon effect". That is, when the water pump assembly 11aa is in the second state, the heat dissipation pipeline 11ac has a third pressure value, and the cooling pipeline 11ab has a fourth pressure value, and the third pressure value is greater than the fourth pressure value. Thus, after the supercharging component 1121 stops working, the heat exchange medium still keeps circulating and absorbing the heat of the supercharging component 1121 under the drive of the pressure difference, thereby avoiding the waste heat of the heating unit from damaging the engine 11. It should be explained here that the power of the water pump assembly 11aa of the cooling system 11a comes from the engine 11 itself. When the engine 11 stops, the water pump assembly 11aa immediately loses its power source. Since the various components of the engine 11 will generate a lot of heat during operation, and its heat is basically discharged through the cooling system 11a, and after the engine 11 stops, there is still a part of heat in the various components of the engine 11; in addition, since the present application also provides a supercharging component 1121, the working principle of the supercharging component 1121 is to use the higher temperature exhaust as the driving force, so that the temperature of the supercharging component 1121 itself is higher. Even after the engine 11 stops, the supercharging component 1121 is kept in a higher temperature range, so it is necessary to continuously cool the supercharging component 1121 after the shutdown.By utilizing the waste heat of the supercharging component 1121 itself to drive the flow of the heat exchange medium, it is avoided to set up other driving components 1211 independent of the engine 11 itself to continue to drive the cooling system 11a to operate after the engine 11 is shut down. On the one hand, it ensures the continuous cooling of the engine 11 after shutdown, and on the other hand, it reduces the heat dissipation cost, so that the overall structure of the engine 11 is more streamlined while meeting the heat dissipation requirements.

[0037] In the present application, the lubrication mechanism further includes an oil cooler 11b, and the cooling system 11a includes a third cooling path, which is used to cool the oil cooler 11b. One end of the oil cooler 11b is connected to one end of the water pump assembly 11aa, and the other end of the oil cooler 11b is connected to one end of the heat dissipation pipeline 11ac close to the water pump assembly 11aa, that is, the third cooling path connects the water pump assembly 11aa, the cooling pipeline 11ab and the oil cooler 11b. The heat exchange medium circulates in the water pump assembly 11aa and the oil cooler 11b1273 and absorbs the heat of the lubricating fluid to improve the lubrication and cooling performance of the lubricating fluid.

[0038] like Fig.10 As shown, as an optional embodiment, the supercharging assembly 1121 includes a connecting structure 1121k, and at least one end of the air inlet end 1121e and the air outlet end 1121f is connected to the cooling pipeline 11ab through the connecting structure 1121k. The connecting structure 1121k includes a connector 1121m and a connector 1121q, and the connector 1121m is provided with a first channel 1121n, and the first channel 1121n is at least partially connected to the cooling pipeline 11ab. The connector 1121m is provided with a connecting through hole 1121p, and the connector 1121q is penetrated in the connecting through hole 1121p, and a gasket 1121r is provided between the connecting through hole 1121p and the connector 1121q to prevent leakage of the heat exchange medium. The connector 1121q is provided with a second channel 1121x, and the second channel 1121x is connected to the air inlet end 1121e or the air outlet end 1121f. The connecting member 1121q is provided with a connecting through hole 1121p, through which the first channel 1121n and the second channel 1121x are connected. By controlling the radius of the connecting through hole 1121p, the flow rate of the heat exchange medium between the first channel 1121n and the second channel 1121x can be controlled, thereby further improving the cooling efficiency and cooling performance of the cooling system 11a128. Among them, the gasket 1121r can be set as a copper gasket 1121r to improve the reliability of the gasket 1121r.

[0039] 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. A powertrain, comprising: Booster components; A cooling system, the cooling system comprising a cooling drive and a cooling pipeline, a heat exchange medium is provided in the cooling pipeline, and the cooling pipeline is at least partially connected to the supercharging assembly; It is characterized in that The boost assembly is provided with a heat dissipation pipeline connected to the cooling pipeline, and the cooling drive component includes a first state and a second state. When the cooling drive component is in the first state, the cooling drive component drives the heat exchange medium to flow in the heat dissipation pipeline and / or the cooling pipeline; when the cooling drive component is in the second state, the cooling drive component stops driving the heat exchange medium to flow; when the cooling drive component is in the first state, the heat dissipation pipeline has a first pressure value, and the cooling pipeline has a second pressure value, and the first pressure value is substantially the same as the second pressure value; when the cooling drive component is in the second state, the heat dissipation pipeline has a third pressure value, and the cooling pipeline has a fourth pressure value, and the third pressure value is greater than the fourth pressure value.

2. The powertrain according to claim 1, characterized in that: The powertrain also includes a thermostat and a temperature sensor, wherein the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, and the cooling system includes a large circulation loop and a small circulation loop. When the thermostat is in the open state, the large circulation loop is connected to the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop.

3. The powertrain according to claim 2, characterized in that: When the temperature of the heat exchange medium is lower than a preset temperature, the thermostat is closed, and when the temperature of the heat exchange medium is higher than or equal to the preset temperature, the thermostat is opened.

4. The powertrain according to claim 1, characterized in that: The cooling system also includes a radiator, which is connected to the heat dissipation pipeline; the cooling system includes a large circulation loop and a small circulation loop, the large circulation loop is connected to the cooling drive, the cooling pipeline, the heat dissipation pipeline and the radiator; the small circulation loop is only connected to the cooling drive and the cooling pipeline.

5. The powertrain according to claim 1, characterized in that: The powertrain further includes a cylinder block and a cylinder head, wherein a cylinder block water jacket is disposed in the cylinder block, and a cylinder head water jacket is disposed in the cylinder head, wherein the cylinder head water jacket is connected to the cylinder block water jacket, and the cylinder block water jacket is connected to the cooling drive component, and the cooling system includes a first cooling path, wherein the first cooling path at least partially connects the cooling drive component, the cylinder block water jacket, the cylinder head water jacket and the cooling pipeline.

6. The powertrain according to claim 5, characterized in that: The powertrain also includes a thermostat and a temperature sensor, wherein the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, and the cooling system includes a large circulation loop and a small circulation loop. When the thermostat is in the open state, the large circulation loop is connected to the small circulation loop, and the first cooling path is connected to the large circulation loop and the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop, and the first cooling path is only connected to the small circulation loop.

7. The powertrain according to claim 5, characterized in that: The cooling system includes a second cooling path at least partially connecting the first cooling path and the supercharger assembly.

8. The powertrain according to claim 5, characterized in that: The supercharging assembly includes an input end and an output end. The input end is connected to the cylinder water jacket through the cooling pipeline, and the output end is connected to an end of the heat dissipation pipeline close to the cooling drive component through the cooling pipeline.

9. The powertrain according to claim 1, characterized in that: The powertrain further includes a lubrication mechanism, which includes an oil cooling assembly. The cooling system includes a third cooling path, which at least partially connects the cooling drive, the cooling line, and the oil cooling assembly.

10. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the frame; It is characterized in that The all-terrain vehicle further comprises the power assembly as claimed in any one of claims 1 to 9.

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