All-terrain vehicle

Abstract

The application discloses an all-terrain vehicle, which comprises a vehicle frame, a vehicle body cover, an engine and a walking assembly; the vehicle body cover is arranged at least partially on the vehicle frame; the engine comprises an air intake manifold; the walking assembly is drivingly connected to the engine; the air intake manifold comprises an air intake end, an air outlet end and a pressure stabilizing cavity; the pressure stabilizing cavity comprises an extension part and is arranged at least partially between the air intake end and the air outlet end; the air outlet end comprises a first air outlet, a second air outlet and a third air outlet; the second air outlet is arranged between the first air outlet and the third air outlet; and the extension part extends to an end away from the first air outlet and the third air outlet. Through the above arrangement, the detection error caused by the inconsistent airflow between the cylinder bodies is reduced, so that the accuracy of the engine working state detection is improved.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles powered by a combustion engine that can travel on any terrain. During combustion, the engine's various chambers are in a high-temperature, high-pressure environment. To ensure that ATVs are in normal working condition, several sensors are usually installed inside the engine to obtain its operating status, so as to facilitate timely engine maintenance.

[0003] However, due to the special working environment inside the engine, the sensors are prone to abnormal detection. The difference in airflow velocity between cylinders can easily lead to abnormal readings of the temperature sensor, thus affecting the driver's judgment of the engine status. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the present invention aims to provide an all-terrain vehicle that can improve the accuracy of engine operating status detection.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An all-terrain vehicle includes a frame, a body panel, an engine, and a running gear; the body panel is at least partially disposed on the frame; the engine includes an intake manifold; the running gear is driven to the engine; the intake manifold includes an intake end, an outlet end, and a pressure regulating chamber, the pressure regulating chamber includes an extension and is at least partially disposed between the intake end and the outlet end, the outlet end includes a first outlet, a second outlet, and a third outlet, the second outlet is disposed between the first outlet and the third outlet, and the extension extends to an end away from the first outlet and the third outlet.

[0007] Furthermore, the first air outlet is located on the side near the air inlet.

[0008] Furthermore, the air intake direction of the air intake end is set to a first direction, and the pressure stabilizing chamber extends along the first direction to a preset length, the length of the pressure stabilizing chamber extending along the first direction is greater than the width occupied by the air outlet end along the first direction.

[0009] Furthermore, the extension is provided with a mounting base, and a testing component is provided on the mounting base.

[0010] Furthermore, the test piece is fixedly connected to the mounting base.

[0011] Furthermore, the extension direction of the portion of the detection element set in the pressure stabilizing cavity is set as the second direction, and the extension direction of the normal of the pressure stabilizing cavity at the connection between the mounting base and the pressure stabilizing cavity is set as the third direction. The included angle between the second direction and the third direction is greater than or equal to 40° and less than or equal to 50°.

[0012] Furthermore, the angle between the second direction and the third direction is greater than or equal to 42° and less than or equal to 48°.

[0013] Furthermore, the angle between the second direction and the third direction is greater than or equal to 44° and less than or equal to 46°.

[0014] Furthermore, the testing element passes at least partially through the connection between the mounting base and the pressure stabilizing chamber and is at least partially disposed within the pressure stabilizing chamber.

[0015] Furthermore, a reinforcing structure is provided on the outer surface of the intake manifold. The reinforcing structure includes a first reinforcing structure extending along a first direction and a second reinforcing structure extending along a second direction. The shortest distance between two adjacent first reinforcing structures is set to be greater than or equal to 15 mm and less than or equal to 30 mm.

[0016] The all-terrain vehicle provided by this invention can improve the accuracy of engine operating status detection, thereby enabling users to maintain the engine in a timely manner and extend the engine's service life. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the all-terrain vehicle of this application;

[0018] Figure 2 This is a three-dimensional structural diagram of the powertrain of this application;

[0019] Figure 3 This is an exploded view of the engine in this application;

[0020] Figure 4 This is a three-dimensional schematic diagram of the air intake assembly of the engine according to this application;

[0021] Figure 5 This is a cross-sectional view of a portion of the air intake assembly of the engine of this application;

[0022] Figure 6 This is a perspective view of the filter assembly of the intake system of the engine according to this application;

[0023] Figure 7 This is an exploded view of the filter assembly of the intake system of the engine according to this application;

[0024] Figure 8 This is a three-dimensional schematic diagram of the intake manifold of the engine of this application;

[0025] Figure 9 This is a cross-sectional view of the intake manifold of the engine of this application;

[0026] Figure 10 This is a side view of the intake manifold of the engine of this application;

[0027] Figure 11 For the engine of this application Figure 10 A cross-sectional view of the intake manifold;

[0028] Figure 12 This is a top view of the intake manifold of the engine of 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 driving direction 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 5 As shown, the air intake assembly 1122 includes an air duct 1122a and a wavelength tube 1122b. The wavelength tube 1122b is disposed inside the air duct 1122a. The air duct 1122a connects to the external space and the filter assembly 1124. The wavelength tube 1122b is used to reduce noise in the air duct 1122a, thereby improving noise interference and enhancing the comfort of the all-terrain vehicle 200. The other end of the filter assembly 1124 is also connected to a pipe in the air intake assembly 1122 away from the air duct 1122a, and continuously delivers air to the pipe in the air intake assembly 1122 after filtering out impurities such as dust and moisture from the air.

[0035] Specifically, the wavelength tube 1122b and the air intake tube 1122a are integrally formed, which facilitates the manufacturing of both. The wavelength tube 1122b includes a first part 1122ba and a second part 1122bb. The first part 1122ba and the second part 1122bb are integrally formed, and the extension direction of the first part 1122ba is substantially perpendicular to the extension direction of the second part 1122bb to reduce the space occupied by the wavelength tube 1122b in the vertical direction. As an alternative implementation, an arc-shaped transition structure 1122bc can be provided between the first part 1122ba and the second part 1122bb to facilitate the refraction of sound waves in the wavelength tube 1122b. One end of the wavelength tube 1122b is connected to the air intake tube 1122a, and the air intake tube 1122a connects one end of the wavelength tube 1122b to the external space. The other end of the wavelength tube 1122b is integrally formed with the air intake tube 1122a, meaning that the other end of the wavelength tube 1122b is sealed. After the sound wave enters the wavelength tube 1122b from the air intake tube 1122a, it is reflected by the sealed end of the wavelength tube 1122b and cancels out the sound wave with the same frequency but opposite phase inside the wavelength tube 1122b, thus achieving the purpose of noise reduction.

[0036] A reinforcing structure 1122aa is provided in the bleed air pipe 1122a, which can improve the strength of the bleed air pipe 1122a. The bleed air pipe 1122a also includes an air inlet 1122ab and a filter valve 1122ac. Along the vertical direction of the engine 11, the air inlet 1122ab is located at the upper end of the bleed air pipe 1122a, and the filter valve 1122ac is located at the lower end of the air inlet. The reinforcing structure 1122aa is located between the air inlet 1122ab and the filter valve 1122ac, and the reinforcing structure 1122aa extends substantially along the direction from the air inlet 1122ab to the filter valve 1122ac. After air enters the air intake pipe 1122a through the air inlet 1122ab, the reinforcing structure 1122aa guides the air to the filter valve 1122ac. Dust, moisture, and other impurities in the air are discharged from the air intake pipe 1122a through the filter valve 1122ac, thereby reducing the workload of the oil filter 11c filter assembly 1124. As an alternative implementation, the filter valve 1122ac is located on the lower side of the wavelength tube 1122b away from its closed end. This arrangement allows the reinforcing structure 1122aa to guide sound wave transmission while simultaneously guiding air flow, facilitating the introduction of sound waves into the wavelength tube 1122b and improving its noise reduction performance. The air intake tube 1122a also includes a guide structure 1122ad, which is located below the closed end of the wavelength tube 1122b. The guide structure 1122ad extends substantially along the direction from the filter valve 1122ac to the reinforcing structure 1122aa. The guide structure 1122ad is inclined away from the filter valve 1122ac, and the wavelength tube 1122b and the filter valve 1122ac are located on the same side of the guide structure 1122ad. The reinforcing structure 1122aa, the filter valve 1122ac, and the guide structure 1122ad divide the air intake tube 1122a into an input space 1122ae, a filter space 1122af, and an output space 1122ag. A guide channel 1122ah is formed between the air inlet 1122ab and the filter valve 1122ac through the reinforcing structure 1122aa. The input space 1122ae is connected to the outside world. Air and sound waves in the input space 1122ae are guided to the filter space 1122af and the wavelength tube 1122b via the guide channel 1122ah. After impurities are filtered out by the filter valve 1122ac, the air flows to the output space 1122ag, and the sound waves enter the wavelength tube 1122b for noise reduction. A gap 1122ak is provided between the reinforcing structure 1122aa and the guide structure 1122ad. The gap 1122ak connects the filter space 1122af and the output space 1122ag. The output space 1122ag connects to the oil filter 11c filter assembly 1124.With the above settings, impurities and sound waves in the air can more easily enter the filter valve 1122ac and the wavelength tube 1122b, thereby improving the filtration performance of the filter valve 1122ac and the noise reduction performance of the wavelength tube 1122b.

[0037] like Figures 6 to 7As shown, the filter assembly 1124 includes a first housing 1124a, a second housing 1124b, and a filter element 1124c. The first housing 1124a and the second housing 1124b are detachably connected, forming a first receiving space 1124d between them. The filter element 1124c is disposed in the first receiving space 1124d and is used to filter out dust and other impurities from the air. A connector 1124e is provided on the first housing 1124a and the second housing 1124b. The connector 1124e is at least partially disposed in a blind spot, i.e., a position that cannot be directly seen during assembly. A first positioning element 1124ab is provided on the first outer shell 1226, and a second positioning element 1124bc is provided on the second outer shell. The first outer shell 1124a includes a first position and a second position. When the first positioning element 1124ab and the second positioning element 1124bc are in the mating position, the first outer shell 1124a and the second outer shell 1124b are detachably connected by a connector 1124e. Specifically, a first latch 1124ac is provided on the first outer shell 1124a, and a second latch 1124bd is provided on the second outer shell 1124b. The first latch 1124ac and the second latch 1124bd engage. This arrangement facilitates the connection and disassembly of the first outer shell 1124a and the second outer shell 1124b, improving the convenience of assembling and maintaining the filter assembly 1124. The first positioning element 1124ab is disposed on the edge of the first housing 1124a, and the second positioning element 1124bc is disposed on the edge of the second housing 1124b, with the first positioning element 1124ab and the second positioning element 1124bc located at the connection between the first housing 1124a and the second housing 1124b. When the first positioning element 1124ab and the second positioning element 1124bc can abut or engage, the first housing 1124a is in the first position, at which time the first latch 1124ac can engage with the second latch 1124bd; when the first positioning element 1124ab cannot abut or engage with the second positioning element 1124bc, the first housing 1124a is in the second position, at which time the first latch 1124ac cannot engage with the second latch 1124bd. That is, when the first positioning element 1124ab can cooperate with the second positioning element 1124bc, the first housing 1124a and the second housing 1124b are in a position where they can just engage. The first positioning element 1124ab can be configured as a limiting hole, and the second positioning element 1124bc can be configured as a limiting key. Alternatively, the first positioning element 1124ab can also be configured as a limiting key, and the second positioning element 1124bc can also be configured as a limiting hole. This configuration determines the installation positions of the first housing 1124a and the second housing 1124b through the first positioning element 1124ab and the second positioning element 1124bc, thereby facilitating the connection between the first housing 1124a and the second housing 1124b and further improving the convenience and accuracy of assembling and maintaining the filter assembly 1124.

[0038] like Figure 8 As shown, in this embodiment, the intake manifold 1128 includes an intake end 1128a, an outlet end 1128b, and a pressure regulating chamber 1128c. The intake end 1128a connects to the intake assembly 1122, and the outlet end 1128b connects to the cylinder head 1112. The pressure regulating chamber 1128c is at least partially disposed between the intake end 1128a and the outlet end 1128b. In one implementation, the intake direction of the intake end 1128a is set to a first direction, and along this first direction, the pressure regulating chamber 1128c extends to a predetermined length and forms an extension portion 1128ca. It can be understood that the length of the pressure regulating chamber 1128c extending along the first direction is greater than the width occupied by the outlet end 1128b along the first direction. In this embodiment, the outlet end 1128b includes a first outlet 1128ba, a second outlet 1128bb, and a third outlet 1128bc. The first exhaust port 1128ba is located near the intake end 1128a, the third exhaust port 1128bc is located away from the first exhaust port 1128ba, and the second exhaust port 1128bb is located between the first exhaust port 1128ba and the third exhaust port 1128bc. As one implementation, the extension 1128ca extends to the end away from the first exhaust port 1128ba and the third exhaust port 1128bc. With this arrangement, the pressure stabilizing chamber 1128c can reduce the airflow resistance caused by the intermittent intake of the intake manifold 1128, thereby improving the intake capacity of the engine 11. The pressure stabilizing chamber 1128c protrudes outward at least partially to form a mounting base 1128cb. A detection element 1128cc is provided on the mounting base 1128cb, and the detection element 1128cc is fixedly connected to the mounting base 1128cb. The detection element 1128cc is used to detect the temperature and pressure of the gas in the pressure stabilizing chamber 1128c. The detection element 1128cc passes at least partially through the connection between the mounting base 1128cb and the pressure regulating cavity 1128c and is at least partially disposed within the pressure regulating cavity 1128c. The extension direction of the portion of the detection element 1128cc disposed within the pressure regulating cavity 1128c is designated as a second direction. The extension direction of the normal to the pressure regulating cavity 1128c at the connection between the mounting base 1128cb and the pressure regulating cavity 1128c is designated as a third direction. The angle between the second direction and the third direction is set to be greater than or equal to 40° and less than or equal to 50°. This arrangement can eliminate the influence of the intake manifold 1128 on the detection element 1128cc, improving the stability, accuracy, and reliability of the detection element 1128cc. As an alternative implementation, the angle between the second direction and the third direction can also be set to be greater than or equal to 42° and less than or equal to 48°, or even greater than or equal to 44° and less than or equal to 46°.

[0039] Understandably, the first outlet 1128ba, the second outlet 1128bb, and the third outlet 1128bc are connected to the pressure stabilizing chamber. This arrangement allows the gas to be mixed in the pressure stabilizing chamber before it is discharged from each outlet, improving the degree of oil-gas mixing and thus improving the smoothness and volume of the engine 11 intake.

[0040] As one implementation, the all-terrain vehicle 200 also includes a carbon tube 27, one end of which is connected to a carbon canister 28 in the fuel tank, and the other end of which is connected to an intake manifold 1128. Specifically, the carbon tube 27 is connected to the intake end 1128a of the intake manifold 1128. As another implementation, the intake end 1128a of the intake manifold 1128 is also provided with a vent 1128aa, which is integrally formed with the intake manifold 1128. The carbon tube 27 is connected to the intake port and can transport fuel vapor from the carbon canister 28 to the intake manifold 1128, where it is fully mixed in the pressure regulating chamber and then flows into the first outlet 1128ba, the second outlet 1128bb, and the third outlet 1128bc. Understandably, the amount of fuel injected into the combustion chamber of engine 11 is precisely calculated based on the current conditions. Fuel vapor input through carbon pipe 27 will cause an increase in the amount of fuel in the combustion chamber. If this exceeds the preset amount, it will lead to incomplete combustion, resulting in carbon deposits and damage to cylinder block 1113. By connecting carbon pipe 27 to the intake port of intake manifold 1128, the fuel vapor is fully mixed in the pressure regulating chamber before flowing into the first outlet 1128ba, the second outlet 1128bb, and the third outlet 1128bc respectively. At this time, the increased fuel vapor is evenly distributed to each combustion chamber, thereby avoiding a sudden increase in the amount of fuel in a single combustion chamber, which would lead to incomplete combustion and excessive carbon deposits, damaging the stability of engine 11. Through this setting, the consistency of intake airflow in engine 11 is ensured, and the consistency of combustion in each combustion chamber is improved, thereby ensuring the consistency of the state of each cylinder and each combustion chamber, improving the stability and service life of engine 11.

[0041] like Figures 9 to 12As shown, since the intake manifold 1128k connects the intake assembly 1122 and the cylinder head 1112, under the action of the crankshaft connecting rod mechanism 114, the intake manifold 1128k bears a larger pressure value and experiences faster pressure changes compared to the intake assembly 1122. Therefore, the wall thickness of the intake manifold 1128k is set to be greater than or equal to 2 mm and less than or equal to 4 mm, while the wall thickness of the intake assembly 1122 is set to be greater than or equal to 1.5 mm and less than or equal to 3.5 mm. This configuration simplifies the structure of the intake assembly 1122 while ensuring its strength, resulting in a lighter engine 11 and reduced manufacturing costs. Alternatively, the wall thickness of the intake manifold 1128k can be set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm, while the wall thickness of the intake assembly 1122 can be set to be greater than or equal to 2 mm and less than or equal to 3 mm. Specifically, the wall thickness of the intake manifold 1128k can be set to 2mm, 2.5mm, 3mm, 3.5mm or 4mm, etc., and the wall thickness of the intake assembly 1122 can be set to 1.5mm, 2mm, 2.5mm, 3mm or 3.5mm, etc.

[0042] A reinforcing structure 1128d is provided on the outer surface of the intake manifold 1128e. The reinforcing structure 1128d is used to improve the strength of the intake manifold 1128e, enabling it to withstand greater airflow pressure, while also ensuring its sealing and safety. Specifically, the reinforcing structure 1128d includes a first reinforcing structure 1128da and a second reinforcing structure 1128db. The plane of symmetry of the first reinforcing structure 1128da extends substantially along a first direction, and the plane of symmetry of the second reinforcing structure 1128db extends substantially along a second direction. The first and second directions are arranged substantially perpendicularly, that is, the first and second reinforcing structures 1128da and 1128db are arranged in a grid pattern on the surface of the intake manifold 1128e. Specifically, the first reinforcing structure 1128da is arranged substantially vertically, and the second reinforcing structure 1128db is arranged substantially horizontally. This arrangement ensures that the first reinforcing structure 1128da and the second reinforcing structure 1128db are positioned substantially along the direction of airflow within the intake manifold 1128e, effectively enhancing the reinforcing function of the intake manifold 1128e by both structures. It is understood that the arrangement of the first reinforcing structure 1128da and the second reinforcing structure 1128db is not limited to the left-right or up-down directions; any technical solution where the first reinforcing structure 1128da and the second reinforcing structure 1128db are arranged in a grid pattern on the outer surface of the intake manifold 1128e is within the scope of protection of this application. Furthermore, the shortest distance between two adjacent first reinforcing structures 1128da is set to L1, which is greater than or equal to 15 mm and less than or equal to 30 mm. The shortest distance between two adjacent second reinforcing structures 1128db is set to L2, which is greater than or equal to 18 mm and less than or equal to 22 mm. With the above configuration, the dimensions of the first reinforcing structure 1128da and the second reinforcing structure 1128db are suitable for engines 11 of different sizes and specifications, thus improving the applicability of the first reinforcing structure 1128da and the second reinforcing structure 1128db. As an alternative implementation, L1 is set to be greater than or equal to 18 and less than or equal to 27 mm, or L1 is set to be greater than or equal to 21 and less than or equal to 24 mm, wherein L1 can be set to 15 mm, 20 mm, 25 mm, or 30 mm, etc.; L2 is set to be greater than or equal to 19 mm and less than or equal to 21 mm, wherein L2 can be set to 18 mm, 19 mm, 20 mm, 21 mm, or 22 mm, etc. The height of the first reinforcing structure 1128d is set to be greater than or equal to 3 mm and less than or equal to 7 mm, and the height of the second reinforcing structure 1128d is set to be greater than or equal to 3 mm and less than or equal to 7 mm.The height of the first reinforcing structure 1128d is the maximum distance from the surface of the intake manifold 1128 to the surface of the first reinforcing structure 1128d furthest from the surface of the intake manifold 1128, and the height of the second reinforcing structure 1128d is the maximum distance from the surface of the intake manifold 1128 to the surface of the second reinforcing structure 1128d furthest from the surface of the intake manifold 1128. The thickness of the first reinforcing structure 1128d is set to be greater than or equal to 2 mm and less than or equal to 3.5 mm, and the thickness of the second reinforcing structure 1128d is set to be greater than or equal to 2 mm and less than or equal to 3.5 mm. With the above configuration, the dimensions of the reinforcing structure 1128d are suitable for engines 11 of different sizes and specifications, improving the applicability of the reinforcing structure 1128d. As an alternative implementation, L1 can be set to 3 mm, 4 mm, 5 mm, 6 mm, or 7 mm, etc., and L2 can be set to 2 mm, 2.5 mm, 3 mm, or 3.5 mm, etc. The intake manifold 1128 is made of a rigid material. Based on the increased strength of the intake manifold 1128 due to the reinforcing structure 1128d, the intake manifold 1128 can be made of plastic, with a wall thickness greater than or equal to 2.5 mm and less than or equal to 3 mm. This design reduces the weight of the engine 11, making it easier to install and contributing to vehicle weight reduction. Simultaneously, this design uses readily available plastic as the manufacturing material for the intake manifold 1128, reducing the manufacturing cost of the engine 11.

[0043] A flange 1128e is provided on the intake manifold 1128, and the flange 1128e is fixedly connected to or integrally formed with the intake manifold 1128. The intake manifold 1128 is fixedly connected to the cylinder head 1112 or the cylinder block 1113 through the flange 1128e. The connecting surface of the flange 1128e is at least partially recessed inward, and a reinforcing structure 1128ea is formed at the recess. This arrangement can reduce the weight of the flange while ensuring its strength. Further, as an alternative embodiment, the thickness of the flange 1128e can be set to be greater than or equal to 2 mm and less than or equal to 4 mm, or the thickness of the flange 1128e can also be set to be greater than or equal to 2.4 mm and less than or equal to 3.6 mm, or the thickness of the flange 1128e can also be set to be greater than or equal to 2.8 mm and less than or equal to 3.2 mm. The thickness of the flange 1128e can be 2 mm, 2.5 mm, 3 mm, 3.5 mm, or 4 mm, etc. The intake manifold 1128 extends along a predetermined straight line, and the flange 1128e includes several connecting portions, which are distributed in an "M" or "W" shape along the predetermined straight line. In this application, the flange 1128e includes a first connecting portion 1128eb and a second connecting portion 1128ec. Fasteners fix the flange 1128e to the cylinder block 1113 through the first connecting portion 1128eb and the second connecting portion 1128ec. The first connecting portion 1128eb and the flange 1128e are integrally formed, and the second connecting portion 1128ec and the flange 1128e are integrally formed. Both the first connecting portion 1128eb and the second connecting portion 1128ec are located between the intake manifold 1128 and the cylinder block 1113. Along the diagonal extension direction of the flange, a first connecting portion 1128eb is located at one end of the flange 1128e, and a second connecting portion 1128ec is located at the other end of the flange 1128e. The first connecting portion 1128eb and the second connecting portion 1128ec are alternately arranged between the intake manifold 1128. This arrangement ensures the connection strength of the flange 1128e while reducing the number of fasteners, thereby improving the convenience of connecting the intake manifold 1128 to the housing 111 and to the throttle assembly 1127, and saving costs.

[0044] 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; An engine, the engine including an intake manifold; A walking assembly, which is drive-connected to the engine; Its features are, The intake manifold includes an intake end, an outlet end, and a pressure regulating chamber. The pressure regulating chamber includes an extension and is at least partially disposed between the intake end and the outlet end. The outlet end includes a first outlet, a second outlet, and a third outlet. The second outlet is disposed between the first outlet and the third outlet. The extension extends to an end away from the first outlet and the third outlet. The voltage stabilizing cavity at least partially protrudes outward to form a mounting base, and a detection element is provided on the mounting base; the extension direction of the portion of the detection element disposed in the voltage stabilizing cavity is set as a second direction, and the extension direction of the normal of the voltage stabilizing cavity at the connection between the mounting base and the voltage stabilizing cavity is set as a third direction, and the included angle between the second direction and the third direction is greater than or equal to 40° and less than or equal to 50°. The air intake direction of the air intake end is set to a first direction. Along the first direction, the air outlet end is located between the mounting base and the air intake end. Along the first direction, the pressure stabilizing cavity extends to a preset length and forms the extension portion. The length of the pressure stabilizing cavity extending along the first direction is greater than the width occupied by the air outlet end along the first direction. The mounting base is formed in the extension portion.

2. The all-terrain vehicle according to claim 1, characterized in that, The first air outlet is located on the side near the air inlet.

3. The all-terrain vehicle according to claim 1, characterized in that, The detection component is fixedly connected to the mounting base.

4. The all-terrain vehicle according to claim 1, characterized in that, The angle between the second direction and the third direction is greater than or equal to 42° and less than or equal to 48°.

5. The all-terrain vehicle according to claim 4, characterized in that, The angle between the second direction and the third direction is greater than or equal to 44° and less than or equal to 46°.

6. The all-terrain vehicle according to claim 3, characterized in that, The detection element passes at least partially through the connection between the mounting base and the pressure stabilizing cavity and is at least partially disposed in the pressure stabilizing cavity.

7. The all-terrain vehicle according to claim 1, characterized in that, The outer surface of the intake manifold is provided with a reinforcing structure, which includes a first reinforcing structure extending along a first direction and a second reinforcing structure extending along a second direction. The shortest distance between two adjacent first reinforcing structures is set to be greater than or equal to 15 mm and less than or equal to 30 mm.

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