All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a frame, a vehicle body cover, a power assembly and a walking assembly. The vehicle body cover is arranged on the frame at least partially; the power assembly comprises an engine, the engine comprises an air intake assembly and a throttle assembly connected to the air intake assembly, and further comprises a supercharging assembly connected to the air intake assembly; the walking assembly is drivingly connected to the engine; the engine further comprises an intercooler, the intercooler is arranged between the throttle assembly and the supercharging assembly, the intercooler extends in a preset plane, the engine has a mounting surface mounted to the all-terrain vehicle, the preset plane and the mounting surface are obliquely intersected, and the included angle between the preset plane and the mounting surface is greater than or equal to 80 DEG and less than or equal to 90 DEG. Through the above arrangement, the cooling effect of the intercooler can be improved, and the structure of the whole power assembly is more compact, thereby being favorable to improving the structural compactness and the cooling effect of the all-terrain vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an all-terrain vehicle. Background Technology

[0002] In existing technologies, all-terrain vehicles (ATVs), as outdoor vehicles, need to adapt to different scenarios and complex working conditions, which places high power demands on their engines. Furthermore, because ATVs are designed to handle various scenarios, they incorporate numerous components, particularly in the powertrain, including the engine. The engine itself generates significant heat during operation, and its internal components are not compact. Therefore, how to meet the heat dissipation requirements and achieve structural compactness of the generator without encroaching on the ATV's space remains a pressing issue for those skilled in the art. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the present invention aims to provide an all-terrain vehicle that can improve the structural compactness and cooling performance of the vehicle body components.

[0004] An all-terrain vehicle includes a frame body panel, a powertrain, and a running gear. The body panel is at least partially disposed on the frame; the powertrain includes an engine, which includes an intake assembly and a throttle assembly connected to the intake assembly, and also includes a supercharger assembly connected to the intake assembly; the running gear is driven to the engine; the engine also includes an intercooler disposed between the throttle assembly and the supercharger assembly, the intercooler extending in a predetermined plane, and the engine having a mounting surface for mounting to the all-terrain vehicle, the predetermined plane intersecting the mounting surface at an angle greater than or equal to 80° and less than or equal to 90°.

[0005] Furthermore, the preset plane of the intercooler faces the front of the all-terrain vehicle, and the angle between the preset plane and the mounting surface is set to 85°.

[0006] Furthermore, the engine also includes an intake manifold and an exhaust manifold. A turbocharger assembly is disposed between the intake manifold and the exhaust manifold. The turbocharger assembly includes a compressor, a turbine, and an intermediate body. Both the compressor and the turbine are disposed on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

[0007] Furthermore, the supercharging assembly includes an intake end and an exhaust end, with the intake end located near the compressor and the exhaust end located near the turbine. An exhaust manifold is located between the intake end and the exhaust end and communicates with the exhaust end.

[0008] Furthermore, the engine also includes a cylinder block, and the exhaust manifold is provided with a first connecting end and a second connecting end. Both the first connecting end and the second connecting end are provided with a first connecting hole. The cylinder head is provided with a second connecting hole that mates with the first connecting hole. The exhaust manifold is connected to the cylinder head by fasteners passing through the first connecting hole and the second connecting hole.

[0009] Furthermore, the exhaust manifold is made of a first material, and the fasteners are made of a second material.

[0010] Furthermore, the first material has a first specific heat capacity, and the second material has a second specific heat capacity, wherein the first specific heat capacity and the second specific heat capacity are different.

[0011] Furthermore, a preset gap is provided between the first connecting end and the second connecting end, the gap being greater than or equal to 3mm and less than or equal to 5mm.

[0012] Furthermore, a preset gap is provided between the first connecting end and the second connecting end, the gap being greater than or equal to 3.5mm and less than or equal to 4.5mm.

[0013] Furthermore, the exhaust manifold is also provided with a third connection end, and a preset gap is provided between the first connection end, the second connection end and the third connection end, the gap being greater than or equal to 3.8mm and less than or equal to 4.2mm.

[0014] The all-terrain vehicle provided by this invention can have a buffer mechanism installed between the power output shaft and the drive shaft, and / or between the drive shaft and the drive axle. This buffer mechanism absorbs vibrations and noise transmitted from the engine, thereby achieving shock absorption and noise reduction. Simultaneously, the buffer mechanism can also reduce the impact force on the drive shaft, power output shaft, and / or drive axle, thus better protecting the transmission and power components of the all-terrain vehicle and improving its overall performance. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the all-terrain vehicle of this application;

[0016] Figure 2 This is a three-dimensional structural diagram of the powertrain of this application;

[0017] Figure 3 This is an exploded view of the engine in this application;

[0018] Figure 4 This is a perspective view of the turbocharger assembly of the engine of this application connected to the cylinder head;

[0019] Figure 5 This is a three-dimensional schematic diagram of the supercharging assembly and intake manifold of the engine of this application;

[0020] Figure 6 This is a perspective view of the intake manifold in another embodiment of the engine of this application;

[0021] Figure 7 This is a perspective view of the intercooler of the engine in this application;

[0022] Figure 8 This is a cross-sectional view of the intercooler of the engine in this application;

[0023] Figure 9 This is a three-dimensional schematic diagram of the valve train mechanism of the engine described in this application;

[0024] Figure 10 This is a structural connection diagram of the valve train mechanism of the engine in this application;

[0025] Figure 11 This is a three-dimensional schematic diagram of the part of the engine muffler connected to the vehicle frame according to this application;

[0026] Figure 12 This is a partial perspective view of the connection between the engine muffler and the chassis of the vehicle in this application.

[0027] Figure 13 This is a three-dimensional schematic diagram of the muffler of the engine according to this application;

[0028] Figure 14 This is an exploded view of the muffler of the engine described in this application. Detailed Implementation

[0029] To enable those skilled in the art to better understand the solutions of this application, the technical solutions in specific embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

[0030] like Figures 1 to 3 As shown, this application provides a powertrain 100 and an all-terrain vehicle 200 using the powertrain 100. The all-terrain vehicle 200 includes a frame 21, a body panel 22, a transmission system (not shown), a steering system 24, and a running gear 25. The powertrain 100 is at least partially mounted on the frame 21. The transmission system is driveably connected to the powertrain 100. The running gear 25 is driveably connected to the powertrain 100 via the transmission system. The powertrain 100 outputs driving force to the all-terrain vehicle 200 and transmits this driving force to the running gear 25 via the transmission system, enabling the running gear 25 to drive the all-terrain vehicle 200. The steering system 24 is at least partially connected to the running gear 25 and is used to control the direction of travel of the all-terrain vehicle 200.

[0031] The powertrain 100 includes an engine 11, a clutch 12, and a reduction gearbox 13. The clutch 12 is disposed between the engine 11 and the reduction gearbox 13 and is used to transmit power from the engine 11 to the reduction gearbox 13. The engine 11 includes a housing 111, a valve train 112, a fuel supply mechanism (not shown), a crankshaft and connecting rod mechanism 114, an ignition mechanism 115, a fuel pumping mechanism 116, and a fuel delivery mechanism 117. The housing 111 has a surrounding receiving space, within which the valve train 112, the fuel supply mechanism, the crankshaft and connecting rod mechanism 114, and the ignition mechanism 115 are at least partially disposed. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114, and an oil pan 1115. The cylinder head 1112 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.

[0032] The cylinder block 1113 is provided with a combustion chamber. The valve train 112 connects to the external space and the combustion chamber. The fuel supply mechanism is at least partially connected to the valve train 112. The fuel supplied by the fuel supply mechanism and the air supplied by the valve train 112 are mixed to form a mixture and delivered to the combustion chamber. The crankshaft and connecting rod mechanism 114 is at least partially disposed in the combustion chamber, and the ignition mechanism 115 is at least partially disposed in the combustion chamber. The ignition mechanism 115 ignites the mixture and outputs the driving force of the engine 11 through the crankshaft and connecting rod mechanism 114.

[0033] The engine 11 is arranged laterally. Specifically, the crankshaft 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 drive shaft (not shown), a clutch 12 including a clutch assembly 121 and a clutch housing 122, and a reduction gearbox 13 including a reduction assembly 131 and a reduction gearbox housing 132. The magneto 118 is located at one end of the crankshaft 1141, and the other end of the crankshaft 1141 is drive-connected to one end of the clutch assembly 121. The other end of the clutch assembly 121 is drive-connected to one end of the reduction assembly 131, and the other end of the reduction assembly 131 is drive-connected to the travel assembly 25 via a drive shaft. The clutch housing 122, gearbox housing 132, and housing 111 are at least partially integrated, meaning the clutch housing 122 is at least partially integrally formed or fixedly connected to the housing 111, the gearbox housing 132 is at least partially integrally formed or fixedly connected to the housing 111, and the clutch housing 122 and gearbox housing 132 are integrally formed or fixedly connected. This allows the crankshaft 1141 to extend beyond the housing 111 and directly drive to the clutch assembly 121. The clutch assembly 121 can directly drive to the gearbox assembly 131. This arrangement reduces the space occupied by the engine 11 and the transmission system, simplifies the transmission structure, and reduces the number of parts, resulting in a compact layout of the engine 11 and the transmission system, improving space utilization and transmission efficiency. The running gear assembly 25 includes a front wheel assembly 251, and the gearbox 13 also includes a splined shaft 133. One end of the splined shaft 133 is driveably connected to the gearbox assembly 131, and the other end of the splined shaft 133 is driveably connected to a drive shaft and then drive to the front wheel assembly 251, allowing the engine 11 to drive 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, clutch 12, and reduction gearbox 13 provided in this application, further saving the layout space of the all-terrain vehicle 200. The running gear assembly 25 also includes a rear wheel assembly 252 and a rear axle. The rear wheel assembly 252 and the rear axle are connected in drive. The reduction gearbox housing 132 is provided with a reduction gearbox 13 through hole. The rear axle passes through the reduction gearbox 13 through hole and is connected in drive to the reduction assembly 131, so that the engine 11 can be connected in drive to the rear wheel assembly 252. In this embodiment, the valve train 112 also includes a supercharger assembly 1121, which enables the intake air volume of the engine 11 to be greater than or equal to 650 kg / h and less than or equal to 750 kg / h. As one implementation, the supercharger assembly 1121 can enable the intake air volume of the engine 11 to reach 726 kg / h.With this intake volume, the fuel injection rate of engine 11 reaches 70 kg / h. Under this configuration, the crankshaft speed of engine 11141 is greater than or equal to 8000 r / min and less than or equal to 9000 r / min, and the power output per liter of engine 11 is greater than or equal to 150 kW / L and less than or equal to 160 kW / L. This allows for the output of powerful driving force, making the all-terrain vehicle 200 equipped with engine 11 more powerful and capable of adapting to more complex road conditions. Furthermore, through the above configuration, the overall structure of the powertrain 100 is more compact, allowing for better assembly on the all-terrain vehicle 200, resulting in a more compact structure for the all-terrain vehicle 200.

[0034] like Figures 4 to 5As shown, in one implementation, the supercharger assembly 1121 includes a compressor 1121a, a turbine 1121b, and an intermediate body 1121c. The compressor 1121a is connected to an oil filter 11c, used to compress the gas drawn into the oil filter 11c and introduce it into the intercooler 1126. The turbine 1121b is connected to an exhaust manifold 1129, and is driven to rotate by the gas discharged from the exhaust manifold 1129. It can be understood that the turbine 1121b and the compressor 1121a share a drive shaft 1121d (not shown), through which the turbine 1121b transmits its power to the compressor 1121a to drive the compressor 1121a to compress air. In one implementation, both the compressor 1121a and the turbine 1121b are mounted on the intermediate body 1121c. As one implementation, the exhaust manifold 1129 and turbine 1121b are integrally formed. By making the exhaust manifold 1129 and turbine 1121b integrally formed, the integration of the supercharger assembly 1121 can be increased, improving the ease of assembly of the supercharger assembly 1121. Furthermore, making the exhaust manifold 1129 and turbine 1121b integrally formed avoids the need for a connecting structure 1121k between the exhaust manifold 1129 and turbine 1121b, reducing the design cost and weight of the supercharger assembly 1121, thus meeting the compactness requirements of the all-terrain vehicle 200. In this embodiment, the engine 11 includes multiple cylinders, such that the exhaust manifold 1129 includes multiple pipes, each individually connected to a specific cylinder. One end of a single pipe section is connected to the exhaust port of the combustion chamber, and the other end converges to the turbine 1121b. As one implementation, the supercharger assembly 1121 includes an intake end 1121e and an outlet end 1121f. The intake end 1121e is located near the compressor 1121a, and the outlet end 1121f is located near the turbine 1121b. An exhaust manifold 1129 is located between the intake end 1121e and the outlet end 1121f, and communicates with the outlet end 1121f. It is understood that the intake end 1121e and the outlet end 1121f are not directly connected on the supercharger assembly 1121. This arrangement simplifies the structure of the supercharger assembly 1121 to the greatest extent possible, significantly improving its assemblability and compact structure while meeting the basic requirements of compressed air intake. When the exhaust manifold 1129 and the supercharger assembly 1121 are integrally formed, the whole consisting of the supercharger assembly 1121 and the exhaust manifold 1129 is still connected to the cylinder head 1112 through the exhaust manifold 1129. As one implementation, the exhaust manifold 1129 is provided with a first connection end 1129a and a second connection end 1129b.The first connecting end 1129a and the second connecting end 1129b are both provided with first connecting holes, and the cylinder head 1112 is provided with a second connecting hole. The supercharger assembly 1121 is connected to the fastener through the first and second connecting holes. The first connecting end 1129a and the second connecting end 1129b are both made of a first material, and the fastener is made of a second material. The first material and the second material have different specific heat capacities, and their deformation after heat absorption also differs. It is understandable that, depending on the number of cylinders in the cylinder head 1112, a third connecting end 1129c or more connecting ends can be provided; this will not be elaborated upon here.

[0035] Understandably, the turbocharger works by using the exhaust gas from the combustion in engine cylinder 11 to drive the turbine 1121b. Its operating temperature reaches 700℃ to 900℃. At such temperatures, the connection between the exhaust manifold 1129 and the cylinder head 1112 may fail due to temperature variations. As a solution, a preset gap is provided between the first connecting end 1129a and the second connecting end 1129b. When temperature changes cause deformation of the first connecting end 1129a and / or the second connecting end 1129b, this preset gap can absorb the deformation, preventing the force generated during deformation from being transmitted to the fasteners. This ensures that the fasteners maintain a good connection even at high temperatures, preventing loosening of the fasteners and subsequent leakage between the exhaust manifold 1129 and the cylinder head 1112, which would affect the overall service life of the engine 11. As one implementation, this application provides a three-cylinder engine 11, wherein the cylinder head 1112 is provided with three combustion chambers, which are respectively connected by a first connecting end 1129a, a second connecting end 1129b, and a third connecting end 1129c of an exhaust manifold 1129. A preset gap is provided between each of the first connecting end 1129a, the second connecting end 1129b, and the third connecting end 1129c, and this preset gap is greater than or equal to 3 mm and less than or equal to 5 mm. Further, the preset gap between the first connecting end 1129a, the second connecting end 1129b, and the third connecting end 1129c is greater than or equal to 3.5 mm and less than or equal to 4.5 mm. More specifically, the preset gap between the first connecting end 1129a, the second connecting end 1129b, and the third connecting end 1129c is greater than or equal to 3.8 mm and less than or equal to 4.2 mm. This configuration ensures that the connection between the exhaust manifold 1129 and the cylinder head 1112 can absorb material deformation caused by high temperatures while avoiding excessive gaps that could lead to stress concentration and greater damage.

[0036] like Figure 6As shown, to increase exhaust efficiency, this application also provides an exhaust manifold 1129 structure of equal length. Specifically, as... Figure XAs shown in Figure X, the exhaust manifold 1129 includes a first manifold 1129d, a second manifold 1129e, and a third manifold 1129f. One manifold is connected to a first connecting end 1129a, the second manifold 1129e is connected to a second connecting end 1129b, and the third manifold 1129f is connected to a third connecting end 1129c. Specifically, the first manifold 1129d is connected to one of the combustion chambers of the cylinder head 1112 via the first connecting end 1129a, the second manifold 1129e is connected to one of the combustion chambers of the cylinder head 1112 via the second connecting end 1129b, and the third manifold 1129f is connected to one of the combustion chambers of the cylinder head 1112 via the third connecting end 1129c. Understandably, the different positions of the combustion chambers on the cylinder head 1112 result in different orientations for the first manifold 1129d, second manifold 1129e, and third manifold 1129f after they connect to the cylinder head 1112. However, all three manifolds converge at the same exhaust port. With this configuration, the different orientations of the first manifold 1129d, second manifold 1129e, and third manifold 1129f lead to different path lengths for the exhaust gases. As one implementation, the first manifold 1129d, second manifold 1129e, and third manifold 1129f are configured to bend away from their extending direction. Specifically, the first manifold 1129d extends substantially along a first straight line, the second manifold 1129e extends substantially along a second straight line, and the third manifold 1129f extends substantially along a third straight line. In this embodiment, the first manifold 1129d also has a first bend 1129da, which is positioned away from the first straight line. The second manifold 1129e also has a second bend 1129ea, which is positioned away from the second straight line. The third manifold 1129f has a third bend 1129fa, which is positioned away from the third straight line. It is understandable that because the first manifold 1129d, the second manifold 1129e, and the third manifold 1129f have different orientations, the degrees of bending of the first bend 1129da, the second bend 1129ea, and the third bend 1129fa are different. With the above configuration, the lengths of the first manifold 1129d, the second manifold 1129e, and the third manifold 1129f are essentially the same. This ensures that when exhaust gases exit from different combustion chambers in the cylinder head 1112, their flow path lengths are identical, and they converge at approximately the same time at the exhaust manifold 1129 outlet. This design prevents exhaust gases from surging within the exhaust manifold 1129, increasing exhaust flow smoothness and thus improving exhaust efficiency.

[0037] As one implementation, the first manifold 1129d, the second manifold 1129e, and the third manifold 1129f converge at a common connection point, and a bellows is installed between this connection point and the exhaust port. This bellows effectively absorbs the vibration generated by the exhaust gas impacting the exhaust manifold 1129 during exhaust, thereby increasing the stability of the exhaust manifold 1129. On the other hand, since the gas impacting the exhaust manifold 1129 generates vibration, long-term vibration can lead to exhaust manifold fatigue, increasing the risk of breakage. By absorbing this vibration with a bellows, material fatigue can be effectively avoided, increasing the service life of the exhaust manifold 1129, and consequently increasing the service life of the entire engine 11.

[0038] like Figures 7 to 8As shown, the intercooler 1126 includes a guiding structure 1126a and a cooling structure 1126b. The guiding structure 1126a is connected to the booster assembly 1121, and the guiding structure 1126a is also connected to the cooling structure 1126b. The high-temperature air output from the booster assembly 1121 is transferred to the cooling structure 1126b through the guiding structure 1126a, and the cooling structure 1126b is used to reduce the temperature of the high-temperature air output from the booster assembly. In this application, the cooling structure 1126b is configured as a plurality of cooling pipes, and the cooling structure 1126b can be configured as air-cooled or water-cooled. The guiding structure 1126a includes an air intake portion 1126aa, a connecting portion 1126ab, and a first guiding portion 1126ac. One end of the air intake portion 1126aa and the connecting portion 1126ab are fixedly connected or integrally formed, and the other end of the connecting portion 1126ab and the other end of the first guiding portion 1126ac are fixedly connected or integrally formed. The guide structure 1126a forms an accommodating space 1227f. The pressurization mechanism is connected to the air intake 1126aa and transfers air into the accommodating space through the air intake 1126aa. The cooling structure 1126b is connected to the connecting part 1126ab, and the guide structure 1126a transfers air from the accommodating space to the cooling structure 1126b through the connecting part 1126ab. The inner wall of the first guide part 1126ac away from the cooling structure 1126b is set as an inclined surface, and the first guide part extends substantially along the first plane 109. The cooling structure 1126b extends substantially along a preset direction 107, and in a second plane 108 perpendicular to the preset direction 107, the angle between the inner wall of the first guide part 1126ac away from the cooling structure 1126b and the second plane 108 is set as an acute angle. After the pressurization assembly 1121 delivers high-pressure air to the receiving space, the first guide portion 1126ac guides the high-pressure air into the cooling structure 1126b, allowing the high-pressure air to enter the cooling structure 1126b smoothly and unimpeded. This reduces pressure loss of the high-pressure air, improves the efficiency of the engine 11, and ensures the power performance of the engine 11. Further, the included angle between the first plane 109 and the second plane 108 is set to α, which is greater than or equal to 5° and less than or equal to 10°. Understandably, α can also be set to greater than or equal to 6° and less than or equal to 9°, or α can also be set to greater than or equal to 7° and less than or equal to 8°. As an alternative implementation, α can be set to 5°, 6°, 7°, 8°, 9°, or 10°, etc.

[0039] The cooling structure 1126b includes a first part 1126ba and a second part 1126bb. The first part 1126ba is located at the upper end of the cooling structure 1126b, and the second part 1126bb is located below the first part 1126ba. The guiding structure 1126a also includes a second guiding part 1126ad, which is located between the first guiding part 1126ac and the air intake part 1126aa. The upper end of the first guiding part 1126ac protrudes away from the connecting part 1126ab to form the second guiding part 1126ad. This arrangement allows the second guiding part 1126ad to guide air into the cooling pipe of the first part 1126ba, making it easier for air to enter the cooling pipe of the first part 1126ba and making the airflow in the cooling pipe more uniform. This avoids the problem of the intercooler 1126's cooling effect deteriorating due to air accumulating at the lower end of the intercooler 1126, thus improving the cooling efficiency of the cooling structure 1126b. The second guide portion 1126ad can be arc-shaped, which reduces air pressure loss and allows air to enter the cooling pipes of the first portion 1126ba smoothly. Alternatively, the second guide portion 1126ad can be sloped. As an alternative implementation, the first guide portion 1126ac and the second guide portion 1126ad can be a combination of planar and curved surfaces, or a combination of planar and planar surfaces, or a combination of curved and curved surfaces. Further, the number of cooling pipes in the first portion 1126ba is set to M1, and the number of cooling pipes in the second portion 1126bb is set to M2, with the ratio of M2 to M1 being greater than or equal to 4 and less than or equal to 7. Understandably, the ratio of M2 to M1 can also be set to be greater than or equal to 5 and less than or equal to 6. As long as the guiding structure 1126a is provided with a structure to guide air into the cooling pipe at the upper end of the cooling structure 1126b, making it easier for air to enter the cooling pipe at the upper end of the cooling structure 1126b, thereby making the airflow in each cooling pipe of the cooling structure 1126b more uniform, all such technical solutions are within the protection scope of this application.

[0040] The guide structure 1126a also includes a transition section 1126ae, which is disposed between the first guide section 1126ac and the second guide section 1126ad. The transition section 1126ae is arc-shaped. After entering the guide structure 1126a, air is at least partially transmitted to the first guide section 1126ac via the second guide section 1126ad, and then guided by the first guide section 1126ac into the cooling pipe of the second part 1126bb. The transition section 1126ae can reduce the impact of air during the transmission from the second guide section 1126ad to the first guide section 1126ac, allowing air to be transmitted more smoothly from the second guide section 1126ad to the first guide section 1126ac, reducing air pressure loss and ensuring the power of the engine 11.

[0041] like Figures 9 to 10 As shown, in one implementation, the all-terrain vehicle 200 includes an ECU (Electronic Control Unit), which controls the operation of the entire vehicle. Understandably, when the all-terrain vehicle 200 is traveling at high speed, the supercharger assembly 1121 operates under high load. At this time, the ECU controls the supercharger assembly 1121 to continuously compress the air filtered by the oil filter 11c filter assembly 1124, cool it through the intercooler 1126, and then deliver it to the throttle assembly 1127. When the driver applies the brakes or downshifts, the ECU receives a load reduction command, and the throttle assembly 1127 shuts off. Although the ECU controls the supercharger assembly 1121 to stop compressing air, due to the structural characteristics of the supercharger assembly 1121 itself and the special nature of its power source, the supercharger assembly 1121 itself will exhibit hysteresis. This phenomenon causes the supercharger to continuously compress air for a short period and transmit it to the intercooler 1126 and the throttle assembly 1127. At this time, the throttle assembly 1127, having received a shut-off command, is already in the off state. Gas near the throttle assembly 1127 cannot be transmitted to the intake manifold 1128, causing a sudden increase in gas pressure near the throttle assembly 1127. This can cause significant damage to the throttle assembly 1127, and in extreme cases, may even destroy it, leading to air leaks in the engine 11 and severely impacting its service life.

[0042] like Figure 10The engine 11 provided in this application also includes an intake pressure relief system 14. The intake pressure relief system 14 is used to relieve pressure when the gas pressure near the throttle assembly 1127 is high, thereby protecting the throttle assembly 1127. Specifically, the intake pressure relief system 14 includes a control device 141, a monitoring device 142, and an actuator 143. The monitoring device 142 monitors the gas pressure near the intercooler 1126 in the throttle assembly 1127. When the gas pressure near the throttle assembly 1127 is greater than or equal to a preset value, the monitoring device 142 transmits this pressure signal value to the control device 141. The control device 141 then controls the actuator 143 to relieve pressure, thereby reducing the gas pressure in the pipes near the throttle assembly 1127 and preventing gas pressure from damaging the structure of the throttle assembly 1127. When the gas pressure near the throttle assembly 1127 is lower than a preset value, the monitoring device 142 transmits the pressure signal value to the control device 141. The control device 141 controls the actuator 143 to stop depressurizing, thereby ensuring the gas pressure entering the intake manifold 1128. In one implementation, the intake manifold assembly 112a includes a first intake manifold 112aa and a second intake manifold 112ae. The first intake manifold 112aa connects the turbocharger assembly 1121 and the oil filter 11c filter assembly 1124. The second intake manifold 112ae connects the intercooler 1126 and the throttle assembly 1127. One end of the actuator 143 is mounted on the first intake manifold 112aa, and the other end is mounted on the second intake manifold 112ae. The throttle assembly 1127 includes an open state and a closed state. When the throttle assembly 1127 is in the open state, there is a first pressure difference between the first intake pipe and the second intake pipe; when the throttle assembly 1127 is in the closed state, there is a second pressure difference between the first intake pipe and the second intake pipe, and the second pressure difference is greater than the first pressure difference. The monitoring device 142 is configured as an intake pressure sensor, which is used to monitor the gas pressure value at the end of the throttle assembly 1127 near the intercooler 1126. The actuator 143 includes an intake pressure relief valve 1431, a pressure relief pipe 1432, and a support member 1433. The intake pressure relief valve 1431 is fixedly connected to the pressure relief pipe 1432. The support member 1433 is disposed between the pressure relief pipe 1432 and the intake manifold 1128 and is used to support the pressure relief pipe 1432. The intake pressure relief valve 1431 is installed on the second intake pipe 112ae, and the pressure relief pipe 1432 is installed between the intake pressure relief valve 1431 and the first intake pipe 112aa. The control mechanism is electrically connected to the intake pressure sensor and the intake pressure relief valve 1431, and is used to analyze the pressure value transmitted from the intake pressure sensor in real time.As one implementation, the control mechanism also stores a threshold. When the pressure value transmitted from the intake pressure sensor is greater than or equal to this threshold, the control mechanism controls the pressure relief valve to open. At this time, the gas transmitted from the intercooler 1126 flows out through the pressure relief valve and is further transmitted to the intake assembly 1122 through the pressure relief pipe 1432. Meanwhile, the gas pressure near the throttle assembly 1127 drops rapidly until the pressure value received by the control mechanism is less than the aforementioned threshold, at which point the control mechanism controls the pressure relief valve to close. At this time, the gas output from the intercooler 1126 is continuously output to the throttle assembly 1127 and transmitted from the throttle assembly 1127 to the intake manifold 1128. As another implementation, the control device 141 is integrated into an ECU, which can uniformly control the operating status of the entire vehicle, thereby improving the coordination between various components and extending the service life of the entire vehicle.

[0043] In one implementation, the first intake pipe 112aa includes a first fixing member 112ab, a second fixing member 112ac, and a carrier member 112ad. The first fixing member 112ab is at least disposed between the carrier member 112ad and the intercooler 1126, and one end of the carrier member 112ad is connected to the intercooler 1126 through the first fixing member 112ab. The second fixing member 112ac is at least partially disposed between the carrier member 112ad and the throttle assembly 1127, and the other end of the carrier member 112ad is connected to the throttle assembly 1127 through the second fixing member 112ac. The first fixing member 112ab and the second fixing member 112ac are made of a first material, and the carrier member 112ad is made of a second material. Specifically, the first material is made of a flexible material, and the second material is made of a rigid material. The first material can be rubber, and the second material can be hard plastic. This configuration buffers the impact pressure generated when gas enters the gas pipe assembly 112a from the intercooler 1126 and ensures the sealing of the connection between the intercooler 1126 and the gas pipe assembly 112a, thereby reducing gas pressure loss and preventing gas leakage, and ensuring the sealing of the gas distribution mechanism 112. The carrier 112ad and the first fixing member 112ab are connected by clamps, and the carrier 112ad and the second fixing member 112ac are also connected by clamps. This configuration improves the sealing of the gas pipe assembly 112a and facilitates the installation and disassembly of the carrier 112ad, the first fixing member 112ab, and the second fixing member 112ac, saving assembly and maintenance costs. The carrier 112ad is made of a rigid material, which can be made of hard plastic. This configuration facilitates the support of the intake pressure sensor and the pressure relief valve by the carrier 112ad, and the strength of the carrier 112ad can withstand the pressure of the gas in the gas pipe assembly 112a, meeting the support requirements of the intake pressure sensor and the pressure relief valve.

[0044] like Figures 11 to 14As shown, the exhaust assembly 1123 includes a muffler 1123a and an exhaust pipe 1123e. The muffler 1123a is fixedly connected to the frame 21, and the exhaust pipe 1123e is disposed on the muffler 1123a. One end of the muffler 1123a is connected to the combustion chamber, and the other end of the muffler 1123a is connected to the outside space through the exhaust pipe 1123e. The muffler 1123a includes a first support rod 1123b, which is disposed on both sides of the muffler 1123a and fixedly connected to it. The first support rod 1123b includes a first connecting portion 1123c and a first insertion portion 1123d. The first connecting portion 1123c extends substantially along a first preset direction, and the first insertion portion 1123d extends substantially along a second preset direction. A suspension assembly 211 is provided on the frame 21. The suspension assembly 211 includes a suspension mechanism 2111 and a second support rod 2112. The second support rod 2112 is connected to the frame 21. The second support rod 2112 includes a second connecting portion 2112a and a second insertion portion 2112b. The second insertion portion 2112b extends substantially along a first preset direction, and the second connecting portion 2112a extends substantially along a fourth preset direction. The first insertion portion 1123d and the second insertion portion 2112b are connected by the suspension mechanism 2111. Specifically, a first limiting part is provided at the end of the first plug-in portion 1123d away from the first connecting portion 1123c, and a second limiting part 2112ba is provided at the end of the second plug-in portion 2112b away from the second connecting portion 2112a. Both the first limiting part and the second limiting part 2112ba are configured as frustums or cones, and the radius of the first limiting part gradually decreases from the end of the first limiting part near the first plug-in portion 1123d to the end of the first limiting part away from the first plug-in portion 1123d; the radius of the second limiting part 2112ba gradually decreases from the end of the second limiting part 2112ba near the second plug-in portion 2112b to the end of the second limiting part 2112ba away from the second plug-in portion 2112b. The suspension mechanism 2111 is provided with a insertion hole. A first insertion part 1123d at least partially passes through the insertion hole, and a first limiting part prevents the first insertion part 1123d from detaching from the suspension mechanism 2111. A second insertion part 2112b at least partially passes through the insertion hole, and a second limiting part 2112ba prevents the second insertion part 2112b from detaching from the suspension mechanism 2111. The suspension mechanism 2111 can be made of rubber. With the above configuration, the suspension mechanism 2111 can buffer vibrations between the vehicle frame 21 and the muffler 1123a, and the connection between the muffler 1123a and the vehicle frame 21 is simple and convenient. Simultaneously, the first support rod 1123b and the second support rod 2112 can slide relative to the suspension mechanism 2111, thereby adjusting the installation position of the muffler 1123a according to the specific structure of the all-terrain vehicle 200, giving the muffler 1123a good versatility.The muffler 1123a also includes a bracket 1123f, the lower end of which is fixedly connected to the frame 21 via the bracket 1123f. Specifically, the bracket 1123f has a first connecting hole 1123fa, and the frame 21 has a second connecting hole. Fasteners pass through the first connecting hole 1123fa and the second connecting hole to fix the bracket 1123f and the frame 21. In this application, the fasteners are bolts and nuts. The muffler 1123a also includes a buffer structure 1123g, which is at least partially disposed between the fasteners and the bracket 1123f, and also at least partially between the buffer structure 1123g and the fasteners and the frame 21. The buffer structure 1123g is made of rubber and has an "I"-shaped structure, comprising a first part, a second part, and a third part. The second part is disposed in the first connecting hole 1123fa and the second connecting hole and surrounds the fastener. The upper end of the second part extends away from the first connecting hole 1123fa to form the first part, which is disposed between the bracket 1123f and the fastener. The lower end of the second part extends away from the second connecting hole to form the third part, which is disposed between the frame 21 and the fastener. This arrangement increases the contact area between the fastener, the frame 21, and the bracket 1123f, improving the buffering performance of the buffer structure 1123g, while also reducing wear between the fastener, the frame 21, and the bracket 1123f, thus reducing maintenance costs. As an alternative implementation, the first, second, and third parts are integrally molded to facilitate manufacturing and save manufacturing costs. Of course, the first, second and third parts can also be manufactured separately to facilitate the connection between the bracket 1123f and the frame 21.

[0045] Furthermore, the muffler 1123a is provided with a partition 1123aa inside, which divides the inside of the muffler 1123a into a first inner cavity 1123ab, a second inner cavity 1123ac, a third inner cavity 1123ad, and a fourth inner cavity 1123ae. The thickness of the partition 1123aa is set to be greater than or equal to 1 mm and less than or equal to 2 mm. From the right end to the left end of the muffler 1123a, a first inner cavity 1123ab, a second inner cavity 1123ac, a third inner cavity 1123ad, and a fourth inner cavity 1123ae are arranged sequentially inside the muffler 1123a. Along the extension direction of the axis of the muffler 1123a, the ratio of the width of the first inner cavity 1123ab to the width of the second inner cavity 1123ac is set to be greater than or equal to 0.6 and less than or equal to 1.2; the ratio of the width of the second inner cavity 1123ac to the width of the third inner cavity 1123ad is set to be greater than or equal to 1.2 and less than or equal to 1.8; and the ratio of the width of the third inner cavity to the width of the fourth inner cavity 1123ae is set to be greater than or equal to 0.6 and less than or equal to 1.2. The muffler 1123a also includes a first connecting pipe 1123af, a second connecting pipe 1123ag, a third connecting pipe 1123ah, and a fourth connecting pipe 1123ak. One end of the first inner cavity 1123ab is connected to the combustion chamber through the first connecting pipe 1123af. The other end of the first inner cavity 1123ab is connected to one end of the third inner cavity 1123ad through the second connecting pipe 1123ag. The other end of the third inner cavity 1123ad is connected to one end of the fourth inner cavity 1123ae through the third connecting pipe 1123ah. The other end of the fourth inner cavity 1123ae is connected to the second inner cavity 1123ac through the fourth connecting pipe 1123ak. The exhaust pipe 1123e connects the second inner cavity 1123ac to the external space. The radius of the first connecting pipe 1123af is set to be greater than or equal to 65mm and less than or equal to 70mm, and the thickness of the first connecting pipe 1123af is set to be greater than or equal to 1mm and less than or equal to 1.5mm. The radius of the second connecting pipe 1123ag is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the second connecting pipe 1123ag is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the third connecting pipe 1123ah is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the third connecting pipe 1123ah is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the fourth connecting pipe 1123ak is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the fourth connecting pipe 1123ak is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the exhaust pipe 1123e is set to be greater than or equal to 50 mm and less than or equal to 70 mm.The fourth connecting pipe 1123ak includes a middle section located within the third inner cavity 1123ad. An air vent is provided on the middle section, allowing gas from the fourth connecting pipe 1123ak to flow into the third inner cavity 1123ad through the air vent. The number of air vents is set to be greater than or equal to 30 and less than or equal to 50, and the radius of each air vent is set to be greater than or equal to 2mm and less than or equal to 5mm. This configuration improves the noise control of the all-terrain vehicle 200, reducing exhaust noise while improving sound quality, resulting in a more balanced performance. Furthermore, this configuration ensures smooth exhaust flow for the all-terrain vehicle 200, reducing power loss in the engine 11 and guaranteeing both engine power and fuel economy. As an alternative implementation, the thickness of the partition 1123aa can be set to 1mm, 1.2mm, 1.4mm, 1.6mm, 1.8mm, or 2mm, etc. Along the extension direction of the axis of the muffler 1123a, the width of the first inner cavity 1123ab can be set to 125mm, 130mm, 135mm, 140mm, or 145mm, etc.; the width of the second inner cavity 1123ac can be set to 130mm, 135mm, 140mm, 145mm, or 150mm, etc.; the width of the third inner cavity 1123ad can be set to 90mm, 95mm, 100mm, 105mm, or 110mm, etc.; the width of the fourth inner cavity 1123ae can be set to 90mm, 95mm, 100mm, 105mm, or 110mm, etc.; the radius of the first connecting pipe 1123af can be set to 65mm, 66mm, 67mm, 68mm, or 69mm, etc.; and the thickness of the first connecting pipe 1123af can be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, or 1.5mm, etc. The radius of the second connecting tube 1123ag can be set to 45mm, 46mm, 47mm, 48mm, or 49mm, etc., and the thickness of the second connecting tube 1123ag can be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, or 1.5mm, etc. The radius of the third connecting tube 1123ah can be set to 45mm, 46mm, 47mm, 48mm, or 49mm, etc., and the thickness of the third connecting tube 1123ah can be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, or 1.5mm, etc. The radius of the fourth connecting tube 1123ak can be set to 45mm, 46mm, 47mm, 48mm, or 49mm, etc., and the thickness of the fourth connecting tube 1123ak can be set to 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, or 1.5mm, etc. The radius of the exhaust pipe 1123e can be set to 50mm, 55mm, 60mm, 65mm or 70mm, etc.The number of pores can be set to 30, 35, 40, 45 or 50, and the radius of the pores can be set to 2mm, 3mm, 4mm or 5mm, etc.

[0046] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A body panel, said body panel being at least partially disposed on the vehicle frame; A powertrain, the powertrain including an engine, the engine including an intake assembly and a throttle assembly connected to the intake assembly, and a supercharger assembly connected to the intake assembly; A walking assembly, which is drive-connected to the engine; Its features are, The engine also includes an intercooler disposed between the throttle assembly and the turbocharger assembly, the intercooler extending in a preset plane, the engine having a mounting surface for mounting to the all-terrain vehicle, the preset plane intersecting the mounting surface at an angle greater than or equal to 80° and less than or equal to 90°; The intercooler includes a guiding structure and a cooling structure. The guiding structure is connected to the supercharger assembly and also to the cooling structure. The guiding structure includes an intake section, a connecting section, and a first guiding section. One end of the intake section is fixedly connected to the connecting section, and the other end of the connecting section is fixedly connected to the first guiding section. The supercharger assembly is connected to the intake section. The inner wall of the first guiding section away from the cooling structure is set as an inclined surface, and a plane is defined as a first plane. The first guiding section extends substantially along the first plane. The cooling structure extends substantially along a preset direction, and a plane perpendicular to the preset direction is defined as a second plane. The inner wall of the first guiding section away from the cooling structure and the second plane are set at an acute angle. The included angle between the first plane and the second plane is α, which is greater than or equal to 5° and less than or equal to 10°. The guiding structure further includes a second guiding portion, which is disposed between the first guiding portion and the air intake portion, and the upper end of the first guiding portion protrudes in a direction away from the connecting portion to form the second guiding portion.

2. The all-terrain vehicle according to claim 1, characterized in that, The preset plane of the intercooler faces the front of the all-terrain vehicle, and the angle between the preset plane and the mounting surface is set to 85°.

3. The all-terrain vehicle according to claim 1, characterized in that, The engine also includes an intake manifold and an exhaust manifold. The supercharger assembly is disposed between the intake manifold and the exhaust manifold. The supercharger assembly includes a compressor, a turbine, and an intermediate body. The compressor and the turbine are both disposed on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

4. The all-terrain vehicle according to claim 3, characterized in that, The supercharging assembly includes an intake end and an outlet end. The intake end is located near the compressor, and the outlet end is located near the turbine. An exhaust manifold is located between the intake end and the outlet end and communicates with the outlet end.

5. The all-terrain vehicle according to claim 3, characterized in that, The engine also includes a cylinder block, and the exhaust manifold is provided with a first connecting end and a second connecting end. Both the first connecting end and the second connecting end are provided with a first connecting hole. The cylinder head is provided with a second connecting hole that mates with the first connecting hole. The exhaust manifold is connected to the cylinder head by fasteners passing through the first connecting hole and the second connecting hole.

6. The all-terrain vehicle according to claim 5, characterized in that, The exhaust manifold is made of a first material, and the fastener is made of a second material.

7. The all-terrain vehicle according to claim 6, characterized in that, The first material has a first specific heat capacity, and the second material has a second specific heat capacity, wherein the first specific heat capacity is different from the second specific heat capacity.

8. The all-terrain vehicle according to claim 5, characterized in that, A preset gap is also provided between the first connecting end and the second connecting end, the gap being greater than or equal to 3mm and less than or equal to 5mm.

9. The all-terrain vehicle according to claim 5, characterized in that, A preset gap is also provided between the first connecting end and the second connecting end, the gap being greater than or equal to 3.5 mm and less than or equal to 4.5 mm.

10. The all-terrain vehicle according to claim 5, characterized in that, The exhaust manifold is also provided with a third connection end, and a preset gap is provided between the first connection end, the second connection end and the third connection end, the gap being greater than or equal to 3.8 mm and less than or equal to 4.2 mm.

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