All-terrain vehicle

Abstract

The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part and an engine, and the engine comprises a first air inlet pipeline, a second air inlet pipeline, a pressurizing assembly, an intercooler and a gas saving assembly; the engine further comprises an air inlet pressure relief system, the air inlet pressure relief system comprises a control device, a monitoring device and an execution device, one end of the execution device is connected with the second air inlet pipe, the other end of the execution device is connected with the first air inlet pipe, and the monitoring device is used for monitoring the air pressure value near the air saving assembly and transmitting the air pressure value to the control device. The control device presets a threshold value, and when the gas pressure value is larger than or equal to the threshold value, the control device controls the execution devices arranged on the first gas inlet pipe and the second gas inlet pipe to be communicated. When the gas pressure value is smaller than the threshold value, the control device controls the execution devices arranged on the first gas inlet pipe and the second gas inlet pipe to be closed. According to the all-terrain vehicle, the gas saving assembly is protected in a low-cost mode, the stability of the engine is improved, and the service life of the engine is prolonged.

Description

Technical Field

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

[0002] In the prior art, all-terrain vehicles, as an outdoor vehicle, need to adapt to different scenes and complex working conditions, which puts forward higher power requirements for the engines of all-terrain vehicles. In order to increase the power of the all-terrain vehicle, an engine with a large air intake is generally provided. For an engine equipped with a supercharger, the gas pressure in the pipeline between the supercharger and the throttle assembly is greater than the gas pressure in the pipeline between the supercharger and the air filter. When the all-terrain vehicle performs braking or deceleration, the throttle assembly is controlled to close, and at this time the gas pressure in the area where the throttle assembly is located is relatively high, and because of the hysteresis of the supercharger, the gas pressure there will continue to increase, and such gas pressure will damage the throttle assembly. How to protect the throttle assembly and maintain the stability of the engine in a low-cost manner is still an urgent problem for technicians in this field. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle having low engine pressure relief cost and high engine stability.

[0004] In order to achieve the above-mentioned technical objectives, the present application provides an all-terrain vehicle, including: a frame; a body cover, the body cover is at least partially arranged on the frame; an engine, the engine includes a first intake pipe, a second intake pipe, a supercharging assembly, an intercooler and a throttle assembly, the first intake pipe is connected to the supercharging assembly, the supercharging assembly is connected to the intercooler, and the intercooler is connected to the throttle assembly through the second intake pipe; a running assembly, the running assembly is transmission-connected to the engine; the engine also includes an intake pressure relief system, the intake pressure relief system includes a control device, a monitoring device and an actuator, wherein one end of the actuator is connected to the second intake pipe, and the other end of the actuator is connected to the first intake pipe, the monitoring device is used to monitor the gas pressure value near the throttle assembly and transmit the gas pressure value to the control device, the control device presets a threshold value, when the gas pressure value is greater than or equal to the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be connected; when the gas pressure value is less than the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be closed.

[0005] Further, the all-terrain vehicle comprises an ECU, and the control device is integrated into the ECU.

[0006] Furthermore, the monitoring device is configured as an intake pressure sensor.

[0007] Furthermore, the actuator includes an intake pressure relief valve and a pressure relief pipe, and the intake pressure relief valve is fixedly connected to the pressure relief pipe.

[0008] Furthermore, an intake pressure relief valve is arranged on the second intake pipe.

[0009] Furthermore, the engine further includes an intake manifold, and the actuator further includes a support member, which is disposed between the pressure relief pipe and the intake manifold and is used to support the pressure relief pipe.

[0010] Furthermore, the throttle component includes an open state and a closed state. When the throttle component is in the open state, there is a first pressure difference between the first intake pipe and the second intake pipe; when the throttle component 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.

[0011] Furthermore, the all-terrain vehicle includes an ECU, the throttle component includes an open state and a closed state, and the boost component includes a start state and a shutdown state. When the ECU controls the throttle component to close, the ECU also controls the boost component to shut down, and the shutdown time of the boost component is greater than the closing time of the throttle component.

[0012] Furthermore, the supercharging assembly includes a compressor, a turbine, an intermediate body and a transmission shaft. The compressor and the turbine are both arranged on the intermediate body, and the transmission shaft connects the compressor and the turbine.

[0013] Furthermore, the boosting component includes an air inlet end and an air outlet end, and the air inlet end and the air outlet end are not directly connected on the boosting component.

[0014] The benefit of the present invention lies in that, by arranging a pressure relief structure on the intake pipe, the gas in the high-pressure section of the intake pipe is guided to the low-pressure section, thereby quickly reducing the gas pressure in the high-pressure section, thereby protecting the throttle structure in a low-cost manner and increasing the stability and service life of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

[0018] Figure 4 A three-dimensional schematic diagram of a supercharging assembly of the engine of the present application connected to a cylinder head;

[0019] Figure 5 A three-dimensional schematic diagram of a supercharger assembly and an intake manifold of the engine of the present application;

[0020] Figure 6 is a schematic perspective view of an intake manifold in another embodiment of the engine of the present application;

[0021] Figure 7 A schematic perspective view of an intercooler of the engine of the present application;

[0022] Figure 8 A cross-sectional view of an intercooler of the engine of the present application;

[0023] Fig. 9 A three-dimensional schematic diagram of the valve mechanism of the engine of the present application;

[0024] Fig.10 A structural connection diagram of the valve train of the engine of the present application;

[0025] Fig.11 It is a partial three-dimensional schematic diagram of the muffler of the engine of the present application connected to the vehicle frame;

[0026] Fig.12 It is a partial three-dimensional schematic diagram of another perspective of the connection of the muffler of the engine of the present application to the vehicle frame;

[0027] Fig.13 A three-dimensional schematic diagram of a muffler of an engine of the present application;

[0028] Fig.14 This is an exploded view of the muffler of the engine of the present application. DETAILED DESCRIPTION

[0029] In order to make the technical scheme of the present application better understood by the persons skilled in the art, the technical scheme in the specific implementation mode of the present application will be described clearly and completely in combination with the drawings in the implementation mode of the present application. It should be understood that, for the ordinary technicians in the field, the above description can be improved or changed, and all these improvements and changes should belong to the protection scope of the claims attached to the present application.

[0030] like Figures 1 to 3As shown, the present application provides a power assembly 100 and an all-terrain vehicle 200 using the power assembly 100. The all-terrain vehicle 200 includes a frame 21, a body cover 22, a transmission system (not shown), a steering system 24 and a travel assembly 25. The power assembly 100 is at least partially arranged on the frame 21, the transmission system is connected to the power assembly 100 by transmission, and the travel assembly 25 is connected to the power assembly 100 by transmission through the transmission system. The power assembly 100 outputs the driving force of the all-terrain vehicle 200, and transmits the driving force to the travel assembly 25 through the transmission system, so that the travel assembly 25 drives the all-terrain vehicle 200 to travel. The steering system 24 is at least partially connected to the travel assembly 25, and the steering system 24 is used to control the travel direction of the all-terrain vehicle 200.

[0031] The power assembly 100 includes an engine 11, a clutch 12 and a reduction box 13. The clutch 12 is arranged between the engine 11 and the reduction box 13 and is used to transmit the power of the engine 11 to the reduction box 13. The engine 11 includes a housing 111, a valve mechanism 112, a fuel supply mechanism (not shown), a crank connecting rod mechanism 114, an ignition mechanism 115, an oil pumping mechanism 116 and an oil delivery mechanism 117. The housing 111 is surrounded by a receiving space, and the valve mechanism 112, the fuel supply mechanism, the crank connecting rod mechanism 114 and the ignition mechanism 115 are at least partially arranged in the receiving space. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114 and an oil pan 1115. The cylinder head 1112 is at least partially disposed between the cylinder head cover 1111 and the cylinder block 1113, and the cylinder head 1112 is used to connect the cylinder head cover 1111 and the cylinder block 1113. The crankcase 1114 is at least partially disposed between the cylinder block 1113 and the oil pan 1115, and the crankcase 1114 is used to connect the cylinder block 1113 and the oil pan 1115.

[0032] The cylinder body 1113 is provided with a combustion chamber, the valve mechanism 112 is connected to the external space and the combustion chamber, the fuel supply mechanism is at least partially connected to the valve mechanism 112, the fuel provided by the fuel supply mechanism and the air provided by the valve mechanism 112 are mixed to form a mixed gas and transmitted to the combustion chamber. The crank connecting rod mechanism 114 is at least partially arranged in the combustion chamber, and the ignition mechanism 115 is at least partially arranged in the combustion chamber. The ignition mechanism 115 ignites the mixed gas and outputs the driving force of the engine 11 through the crank connecting rod mechanism 114.

[0033] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 for power generation. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly 121 and a clutch housing 122, the reduction box 13 includes a reduction assembly 131 and a reduction box housing 132, the magneto 118 is arranged at one end of the crankshaft 1141, the other end of the crankshaft 1141 is transmission-connected to one end of the clutch assembly 121, the other end of the clutch assembly 121 is transmission-connected to one end of the reduction assembly 131, and the other end of the reduction assembly 131 is transmission-connected to the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction box housing 132 and the housing 111 are at least partially integrated, that is, the clutch housing 122 is at least partially integrally formed or fixedly connected with the housing 111, and the reduction box housing 132 is at least partially integrally formed or fixedly connected with the housing 111. The clutch housing 122 and the reduction box housing 132 are integrally formed or fixedly connected, so that the crankshaft 1141 can extend out of the housing 111 and directly drive connected to the clutch assembly 121, and the clutch assembly 121 can directly drive connected to the reduction assembly 131. This arrangement reduces the occupied space of the engine 11 and the transmission system, makes the transmission structure simple and has fewer parts, so that the layout structure of the engine 11 and the transmission system is compact, and improves space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction box 13 also includes a spline shaft 133, one end of the spline shaft 133 is drive connected to the reduction assembly 131, and the other end of the spline shaft 133 is drive connected to the transmission shaft and is drive connected to the front wheel assembly 251 through the transmission shaft, so that the engine 11 can be drive connected to the front wheel assembly 251. The axis of the spline shaft 133 extends substantially in the front-rear direction, so that the arrangement of the spline shaft 133 can be adapted to the structure of the engine 11, the clutch 12 and the reduction box 13 provided in the present application, further saving the arrangement space of the all-terrain vehicle 200. The travel assembly 25 also includes a rear wheel assembly 252 and a rear axle, the rear wheel assembly 252 and the rear axle are transmission-connected, the reduction box housing 132 is provided with a reduction box 13 through hole, the rear axle is penetrated in the reduction box 13 through hole and is transmission-connected to the reduction assembly 131, so that the engine 11 can be transmission-connected to the rear wheel assembly 252. In this embodiment, the valve mechanism 112 also includes a supercharging assembly 1121, and the supercharging assembly 1121 can make the intake volume of the engine 11 greater than or equal to 650 kg / h and less than or equal to 750 kg / h. As an implementation method, the supercharging assembly 1121 can make the intake volume of the engine 11 reach 726 kg / h.Under such intake volume, the fuel injection volume of the engine 11 reaches 70 kg / h. Under such settings, the speed of the crankshaft 1141 of the engine 11 is greater than or equal to 8000 r / min and less than about 9000 r / min, and the power per liter of the engine 11 is greater than or equal to 150 kw / L and less than or equal to 160 kw / L, so that a strong driving force can be output, so that the all-terrain vehicle 200 equipped with the engine 11 has stronger power and can adapt to more complex road conditions. In addition, through the above settings, the overall structure of the power assembly 100 is more compact, and it can be better assembled on the all-terrain vehicle 200, making the structure of the all-terrain vehicle 200 more compact.

[0034] like Figures 4 to 5As shown, as an implementation, the supercharging assembly 1121 includes a compressor 1121a, a turbine 1121b and an intermediate body 1121c. The compressor 1121a is connected to the oil filter 11c, and is used to compress the gas sucked into the oil filter 11c and introduce it into the intercooler 1126. The turbine 1121b is connected to the exhaust manifold 1129, and driven by the gas discharged from the exhaust manifold 1129, the turbine 1121b is driven to rotate. It can be understood that the turbine 1121b and the compressor 1121a share a transmission shaft 1121d (not shown), and the turbine 1121b can transmit its own power to the compressor 1121a through the transmission shaft 1121d to drive the compressor 1121a to operate to compress air. As an implementation, the compressor 1121a and the turbine 1121b are both arranged on the intermediate body 1121c. As an implementation method, the exhaust manifold 1129 and the turbine 1121b are integrally formed. By arranging the exhaust manifold 1129 and the turbine 1121b to be integrally formed, it is possible to increase the integration of the supercharger assembly 1121 and improve the convenience of assembling the supercharger assembly 1121. In addition, the exhaust manifold 1129 and the turbine 1121b are arranged to be integrally formed, avoiding the need to set a connecting structure 1121k between the exhaust manifold 1129 and the turbine 1121b, reducing the design cost of the supercharger assembly 1121, and reducing the weight of the supercharger assembly 1121, so that it can meet the compactness requirements of the all-terrain vehicle 200. In this embodiment, the engine 11 includes a plurality of cylinders, so that the exhaust manifold 1129 includes a plurality of pipes, each of which is individually connected to each 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 an implementation method, the supercharging component 1121 includes an air inlet end 1121e and an air outlet end 1121f. The air inlet end 1121e is arranged at a position close to the compressor 1121a, the air outlet end 1121f is arranged at a position close to the turbine 1121b, and the exhaust manifold 1129 is arranged between the air inlet end 1121e and the air outlet end 1121f, and is connected to the air outlet end 1121f. It can be understood that the air inlet end 1121e and the air outlet end 1121f are not directly connected on the supercharging component 1121. Through such a setting, the structure of the supercharging component 1121 can be simplified to the greatest extent, so that the assemblability and compactness of the supercharging component 1121 are greatly improved under the premise of meeting the basic requirements of compressed air intake. When the exhaust manifold 1129 and the supercharging assembly 1121 are integrally formed, the whole formed by the supercharging assembly 1121 and the exhaust manifold 1129 is still connected to the cylinder head 1112 through the exhaust manifold 1129. As an implementation method, the exhaust manifold 1129 is provided with a first connecting end 1129a and a second connecting end 1129b.The first connection end 1129a and the second connection end 1129b are both provided with a first connection hole, the cylinder head 1112 is provided with a second connection hole, and the supercharging assembly 1121 is connected to the fastener after the fastener passes through the first connection hole and the second connection hole. The first connection end 1129a and the second connection end 1129b are both set to the first material, and the fastener is set to the second material. The specific heat capacity of the first material and the second material is different, and the deformation amount after absorbing heat is also different. It can be understood that according to the different cylinder number settings of the cylinder head 1112, a third connection end 1129c or more connection ends can also be set, which will not be repeated here.

[0035] It is understandable that the working principle of the supercharger is to use the exhaust gas burned in the cylinder of the engine 11 to drive the turbine 1121b to rotate, and its working temperature is as high as 700°C to 900°C. At such a temperature, the connection between the exhaust manifold 1129 and the cylinder head 1112 may fail due to temperature changes. As an implementation method, a preset gap is set between the first connection end 1129a and the second connection end 1129b. When the temperature change causes the first connection end 1129a and / or the second connection end 1129b to deform, the preset gap can absorb the deformation of the first connection end 1129a and / or the second connection end 1129b, and avoid transmitting the force generated by the deformation of the first connection end 1129a and / or the second connection end 1129b to the fastener, so as to ensure that the fastener can still maintain a good connection relationship under high temperature, and avoid the fastener from loosening and causing leakage between the exhaust manifold 1129 and the cylinder head 1112, thereby affecting the service life of the entire engine 11. As an implementation method, the present application provides a three-cylinder engine 11, so the cylinder head 1112 is provided with three combustion chambers, and the three combustion chambers are respectively connected through the first connection end 1129a, the second connection end 1129b and the third connection end 1129c of the exhaust manifold 1129, wherein a preset gap is provided between the first connection end 1129a, the second connection end 1129b and the third connection end 1129c, and the preset gap is greater than or equal to 3mm and less than or equal to 5mm. Further, the preset gap between the first connection end 1129a, the second connection end 1129b and the third connection end 1129c is greater than or equal to 3.5mm and less than or equal to 4.5mm. More specifically, the preset gap between the first connection end 1129a, the second connection end 1129b and the third connection end 1129c is greater than or equal to 3.8mm and less than or equal to 4.2mm. Through such an arrangement, it can be ensured that the connection between the exhaust manifold 1129 and the cylinder head 1112 can absorb material deformation caused by high temperature under high temperature, and avoid excessive gap, which will lead to stress concentration and thus cause greater damage.

[0036] like Figure 6As shown, in order to increase the exhaust efficiency, the present application also provides an exhaust manifold 1129 structure of equal length. Specifically, the exhaust manifold 1129 includes a first manifold 1129d, a second manifold 1129e and a third manifold 1129f, wherein one manifold is connected to the first connection end 1129a, the second manifold 1129e is connected to the second connection end 1129b, and the third manifold 1129f is connected to the third connection end 1129c. The first manifold 1129d is connected to one of the combustion chambers of the cylinder head 1112 through the first connection end 1129a, the second manifold 1129e is connected to one of the combustion chambers of the cylinder head 1112 through the second connection end 1129b, and the third manifold 1129f is connected to one of the combustion chambers of the cylinder head 1112 through the third connection end 1129c. It can be understood that the positions of the various combustion chambers on the cylinder head 1112 are different, so that after the first manifold 1129d, the second manifold 1129e and the third manifold 1129f are connected to the cylinder head 1112, the first manifold 1129d, the second manifold 1129e and the third manifold 1129f have different directions. The first manifold 1129d, the second manifold 1129e and the third manifold 1129f all converge to the same outlet. Under such a setting, the first manifold 1129d, the second manifold 1129e and the third manifold 1129f have different directions, resulting in different lengths of the paths of the exhaust gases in the first manifold 1129d, the second manifold 1129e and the third manifold 1129f. As an implementation method, the first manifold 1129d, the second manifold 1129e and the third manifold 1129f are configured to bend away from their extension direction. Specifically, the first manifold 1129d extends substantially along the first straight line direction, the second manifold 1129e extends substantially along the second straight line direction, and the third manifold 1129f extends substantially along the third straight line direction. In this embodiment, the first manifold 1129d is further provided with a first bending portion 1129da, and the first bending portion 1129da is arranged to deviate from the first straight line. The second manifold 1129e is also provided with a second bending portion 1129ea, and the second bending portion 1129ea is arranged to deviate from the second straight line. The third manifold 1129f is provided with a third bending portion 1129fa, and the third bending portion 1129fa is arranged to deviate from the third straight line. It can be understood that, due to the different directions of the first manifold 1129d, the second manifold 1129e and the third manifold 1129f, the bending degrees of the first bending portion 1129da, the second bending portion 1129ea and the third bending portion 1129fa are different. Through the above arrangement, the lengths of the first manifold 1129d, the second manifold 1129e and the third manifold 1129f can be substantially the same, thereby ensuring that when the exhaust gas is discharged from different combustion chambers in the cylinder head 1112, the flow paths thereof have the same length and can be substantially simultaneously converged to the outlet of the exhaust manifold 1129.With such a design, the exhaust gas is prevented from surging in the exhaust manifold 1129, thereby increasing the smoothness of the exhaust gas and further increasing the exhaust efficiency.

[0037] As an implementation method, the first manifold 1129d, the second manifold 1129e and the third manifold 1129f are first converged to the same connection, and a bellows is provided between the connection and the gas outlet, and the bellows can effectively absorb the vibration generated by the 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 will generate vibration, long-term vibration will cause fatigue of the exhaust manifold 1129, and then there is a risk of fracture of the exhaust manifold 1129. By absorbing the above vibration by the bellows, material fatigue can be effectively avoided, and the service life of the exhaust manifold 1129 can be increased, thereby increasing the service life of the entire engine 11.

[0038] like Figures 7 and 8As shown, the intercooler 1126 includes a guide structure 1126a and a cooling structure 1126b. The guide structure 1126a is connected to the supercharging assembly 1121, and the guide structure 1126a is also connected to the cooling structure 1126b. The high-temperature air output by the supercharging assembly 1121 is transferred to the cooling structure 1126b through the guide structure 1126a, and the cooling structure 1126b is used to reduce the temperature of the high-temperature air output by the supercharging mechanism. In the present application, the cooling structure 1126b is configured as a plurality of cooling pipes, and the cooling structure 1126b can be configured as air cooling or water cooling. The guide structure 1126a includes an air intake portion 1126aa, a connecting portion 1126ab and a first guide portion 1126ac, and the air intake portion 1126aa and one end of 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 guide portion 1126ac are fixedly connected or integrally formed. The guide structure 1126a forms a receiving space 1227f inside, and the supercharging mechanism is connected to the air inlet 1126aa, and transfers air to the receiving space through the air inlet 1126aa. The cooling structure 1126b is connected to the connecting portion 1126ab, and the guide structure 1126a transfers the air in the receiving space to the cooling structure 1126b through the connecting portion 1126ab. The inner wall of the first guide portion 1126ac away from the cooling mechanism 1227b is set as an inclined surface, and the first guide portion basically extends in the first plane 108. The cooling structure 1126b basically extends along the preset direction 107, and in a second plane 109 perpendicular to the preset direction 107, the angle between the inner wall of the first guide portion 1126ac away from the cooling mechanism 1227b and the second plane 109 is set as an acute angle. After the supercharging assembly 1121 transfers the high-pressure air to the accommodating space, the first guide portion 1126ac guides the high-pressure air to enter the cooling structure 1126b, so that the high-pressure air can enter the cooling structure 1126b smoothly, thereby reducing the pressure loss of the high-pressure air, improving the efficiency of the engine 11 and ensuring the power of the engine 11. Further, the angle between the first plane 108 and the second plane 109 is set to α, and α is set to be greater than or equal to 5° and less than or equal to 10°. It can be understood that α can also be set to be greater than or equal to 6° and less than or equal to 9°, or α can also be set to be greater than or equal to 7° and less than or equal to 8°. As an optional embodiment, 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 arranged at the upper end of the cooling structure 1126b, and the second part 1126bb is arranged at the lower side of the first part 1126ba. The guide structure 1126a also includes a second guide portion 1126ad, and the second guide portion 2231e is arranged between the first guide portion 1126ac and the air intake portion 1126aa, and the upper end of the first guide portion 1126ac protrudes in a direction away from the connecting portion 1126ab to form the second guide portion 1126ad. This arrangement enables the second guide portion 1126ad to guide air entering the cooling pipe of the first part 1126ba, thereby making it easier for air to enter the cooling pipe of the first part 1126ba and making the air flow in the cooling pipe more uniform, avoiding the problem that the cooling effect of the intercooler 1126 is deteriorated due to the air being easily gathered at the lower end of the intercooler 1126, and improving the cooling efficiency of the cooling structure 1126b. The second guide portion 1126ad can be set to an arc shape, which can reduce the pressure loss of the air and allow the air to smoothly enter the cooling pipe of the first part 1126ba. Of course, the second guide portion 1126ad can also be set to an inclined surface. As an optional embodiment, the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a plane and a curved surface, or the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a plane and a plane, or the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a curved surface and a curved surface. Further, the number of cooling pipes in the first part 1126ba is set to M1, the number of cooling pipes in the second part 1126bb is set to M2, and the ratio of M2 to M1 is set to be greater than or equal to 4 and less than or equal to 7. It can be understood that the ratio of M2 and M1 can also be set to be greater than or equal to 5 and less than or equal to 6. As long as the guide structure 1126a is provided with a structure for guiding air into the cooling pipe at the upper end of the cooling structure 1126b, so that air can more easily enter the cooling pipe at the upper end of the cooling structure 1126b, thereby making the air flow rate of each cooling pipe entering the cooling structure 1126b more uniform, the technical solutions are all within the scope of protection of the present application.

[0040] The guide structure 1126a further includes a transition portion 1126ae, which is arranged between the first guide portion 1126ac and the second guide portion 1126ad, and the transition portion 1126ae is arranged in an arc shape. After the air enters the guide structure 1126a, at least part of it is transferred to the first guide portion 1126ac through the second guide portion 1126ad, and is guided by the first guide portion 1126ac into the cooling pipe of the second portion 1126bb. The transition portion 1126ae can reduce the impact of the air in the process of being transferred from the second guide portion 1126ad to the first guide portion 1126ac, so that the air can be transferred from the second guide portion 1126ad to the first guide portion 1126ac more smoothly, thereby reducing the pressure loss of the air and ensuring the power of the engine 11.

[0041] like Figures 9 and 10 As shown, as an implementation method, the all-terrain vehicle 200 includes an ECU (Electronic Control Unit), which is used to control the operation of the vehicle. It can be understood that when the all-terrain vehicle 200 is running at high speed, the supercharger assembly 1121 is in a high-load working state. At this time, the ECU controls the supercharger assembly 1121 to continuously compress the air filtered in the oil filter 11c filter assembly 1124 and transmit it to the throttle assembly 1127 after cooling through the intercooler 1126. When the driver steps on the brake or downshifts, the ECU receives the load reduction instruction and the throttle assembly 1127 is closed. At this time, although the ECU controls the supercharger assembly 1121 to stop compressing the air, due to the structural characteristics of the supercharger assembly 1121 itself and the particularity of its power source, the supercharger assembly 1121 itself will produce a hysteresis phenomenon, which will cause the supercharger to continue to compress the air in a short time and transmit it to the intercooler 1126 and the throttle assembly 1127. At this time, the throttle assembly 1127 is in a closed state due to receiving the closing instruction. The gas near the throttle assembly 1127 cannot be transmitted to the intake manifold 1128, so that the gas pressure near the throttle assembly 1127 increases instantaneously. This causes great damage to the throttle assembly 1127, and in extreme cases, the throttle assembly 1127 may even be destroyed, causing the engine 11 to leak, etc., seriously affecting the service life of the engine 11.

[0042] like Fig.10As described, the engine 11 provided in the present application also includes an intake pressure relief system 14. The intake pressure relief system 14 is used to relieve pressure when the air pressure value near the throttle component 1127 is high, thereby protecting the throttle component 1127. Specifically, the intake pressure relief system 14 includes a control device 141, a monitoring device 142 and an execution device 143. Among them, the monitoring device 142 is used to monitor the gas pressure near the end of the intercooler 1126 in the throttle component 1127. When the gas pressure near the throttle component 1127 is greater than or equal to a preset value, the monitoring device 142 transmits the pressure signal value to the control device 141, and the control device 141 controls the execution device 143 to relieve pressure, thereby reducing the gas pressure in the pipeline near the throttle component 1127 to prevent the gas pressure from damaging the structure of the throttle component 1127. When the gas pressure near the throttle assembly 1127 is less than a preset value, the monitoring device 142 transmits the pressure signal value to the control device 141, and the control device 141 controls the actuator 143 to stop the pressure relief, thereby ensuring the gas pressure entering the intake manifold 1128. As an implementation, the air pipe assembly 112a includes a first intake pipe 112aa and a second intake pipe 112ae. The first intake pipe 112aa is connected to the supercharger assembly 1121 and the oil filter 11c filter assembly 1124. The second intake pipe 112ae is connected to the intercooler 1126 and the throttle assembly 1127. One end of the actuator 143 is arranged on the first intake pipe 112aa, and the other end of the actuator 143 is arranged on the second intake pipe 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 one end of the throttle assembly 1127 close to the intercooler 1126. The actuator 143 includes an intake pressure relief valve 1431, a pressure relief pipe 1432 and a support member 1433, and 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 arranged on the second intake pipeline 112ae, and the pressure relief pipe 1432 is arranged between the intake pressure relief valve 1431 and the first intake pipeline 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 an implementation method, a threshold value is also stored in the control mechanism. When the pressure value transmitted from the intake pressure sensor is greater than or equal to the threshold value, 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. At this time, the gas pressure near the throttle assembly 1127 drops rapidly until the pressure value received by the control mechanism is less than the above threshold value, and the control structure 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 is transmitted to the intake manifold 1128 by the throttle assembly 1127. As an implementation method, the control device 141 is integrated into an ECU, which can uniformly control the operating state of the entire vehicle, thereby improving the coordination between various components and improving the service life of the entire vehicle.

[0043] As an implementation, the first air intake line 112aa includes a first fixing member 112ab, a second fixing member 112ac and a bearing member 112ad, wherein the first fixing member 112ab is at least arranged between the bearing member 112ad and the intercooler 1126, and one end of the bearing member 112ad is connected to the intercooler 1126 through the first fixing member 112ab; the second fixing member 112ac is at least partially arranged between the bearing member 112ad and the throttle assembly 1127, and the other end of the bearing 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 set to a first material, and the bearing member 112ad is set to a second material. Specifically, the first material is set to a flexible material, and the second material is set to a rigid material, wherein the first material can be set to rubber, and the second material can be set to hard plastic. This arrangement can buffer the impact pressure generated when the gas enters the air pipe assembly 112a from the intercooler 1126, and ensure the sealing of the connection between the intercooler 1126 and the air pipe assembly 112a, thereby reducing the pressure loss of the gas and preventing gas leakage, and ensuring the sealing of the valve mechanism 112. The bearing member 112ad and the first fixing member 112ab are connected by a clamp, and the bearing member 112ad and the second fixing member 112ac are connected by a clamp. This arrangement improves the sealing of the air pipe assembly 112a, and facilitates the installation and disassembly of the bearing member 112ad, the first fixing member 112ab and the second fixing member 112ac, saving assembly and maintenance costs. The bearing member 112ad is set to a rigid material, wherein the bearing member 112ad can be set to hard plastic. This arrangement facilitates the bearing member 112ad to support the intake pressure sensor and the pressure relief valve, and the strength of the bearing member 112ad can withstand the pressure of the gas in the air 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 vehicle frame 21, the exhaust pipe 1123e is arranged 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 external space through the exhaust pipe 1123e. The muffler 1123a includes a first support rod 1123b, the first support rod 1123b is arranged on both sides of the muffler 1123a and is fixedly connected to the muffler 1123a, the first support rod 1123b includes a first connecting portion 1123c and a first plug-in portion 1123d, the first connecting portion 1123c extends substantially along a first preset direction, and the first plug-in portion 1123d extends substantially along a second preset direction. The frame 21 is provided with a suspension assembly 211, which includes a suspension mechanism 2111 and a second support rod 2112, which is connected to the frame 21, and includes a second connecting portion 2112a and a second plug-in portion 2112b, which extends substantially along a first preset direction, and the second connecting portion 2112a extends substantially along a fourth preset direction. The first plug-in portion 1123d and the second plug-in portion 2112b are connected via the suspension mechanism 2111. Specifically, a first limiting portion is provided at one end of the first plug-in portion 1123d away from the first connecting portion 1123c, and a second limiting portion 2112ba is provided at one end of the second plug-in portion 2112b away from the second connecting portion 2112a. Both the first limiting portion and the second limiting portion 2112ba are configured as a frustum or a cone, and a radius of the first limiting portion gradually decreases from one end of the first limiting portion close to the first plug-in portion 1123d to one end of the first limiting portion away from the first plug-in portion 1123d; a radius of the second limiting portion 2112ba gradually decreases from one end of the second limiting portion 2112ba close to the second plug-in portion 2112b to one end of the second limiting portion 2112ba away from the second plug-in portion 2112b. The suspension mechanism 2111 is provided with a plug hole, the first plug part 1123d is at least partially inserted into the plug hole and the first limit part can prevent the first plug part 1123d from falling off from the suspension mechanism 2111, and the second plug part 2112b is at least partially inserted into the plug hole and the second limit part 2112ba can prevent the second plug part 2112b from falling off from the suspension mechanism 2111. The suspension mechanism 2111 can be set as rubber. Through the above arrangement, the suspension mechanism 2111 can buffer the vibration between the frame 21 and the muffler 1123a, and the connection between the muffler 1123a and the frame 21 is simple and convenient. At the same time, the first support rod 1123b and the second support rod 2112 can slide relative to the suspension mechanism 2111, so that the installation position of the muffler 1123a can be adjusted according to the specific structure of the all-terrain vehicle 200, so that the muffler 1123a has good versatility.The muffler 1123a further includes a bracket 1123f, and the lower end of the muffler 1123a is fixedly connected to the frame 21 through the bracket 1123f. Specifically, the bracket 1123f is provided with a first connection hole 1123fa, and the frame 21 is provided with a second connection hole. The fastener is passed through the first connection hole 1123fa and the second connection hole and fixedly connects the bracket 1123f and the frame 21. In the present application, the fastener is provided as a bolt and a nut, and the muffler 1123a further includes a buffer structure 1123g, and the buffer structure 1123g is at least partially provided between the fastener and the bracket 1123f, and the buffer structure 1123g is also at least partially provided between the fastener and the frame 21. The buffer structure 1123g is set to rubber, and the buffer structure 1123g is set to an "I"-shaped structure, that is, the buffer structure 1123g includes a first part, a second part and a third part, the second part is set in the first connection hole 1123fa and the second connection hole and is set around the fastener, the upper end of the second part extends to the side away from the first connection hole 1123fa to form the first part, the first part is set between the bracket 1123f and the fastener, the lower end of the second part extends to the side away from the second connection hole to form the third part, and the third part is set between the frame 21 and the fastener. This setting method increases the contact area between the fastener, the frame 21 and the bracket 1123f, improves the buffer performance of the buffer structure 1123g, and can also reduce the wear between the fastener, the frame 21 and the bracket 1123f, reducing the maintenance cost. As an optional embodiment, the first part, the second part and the third part are integrally formed to make the buffer structure 1123g easy to manufacture and save manufacturing costs. Of course, the first part, the second part and the third part can also be manufactured separately to facilitate the connection between the bracket 1123f and the frame 21.

[0045] Furthermore, a partition 1123aa is provided inside the muffler 1123a, and the partition 1123aa divides the interior 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, and 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, the first inner cavity 1123ab, the second inner cavity 1123ac, the third inner cavity 1123ad and the fourth inner cavity 1123ae are arranged in sequence in the muffler 1123a, and 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; 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 further 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, and the exhaust pipe 1123e is connected to the second inner cavity 1123ac and 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 portion, which is located in the third inner cavity 1123ad. The middle portion is provided with air holes, and the gas in the fourth connecting pipe 1123ak can flow into the third inner cavity 1123ad through the air holes. The number of air holes is set to be greater than or equal to 30 and less than or equal to 50, and the radius of the air holes is set to be greater than or equal to 2 mm and less than or equal to 5 mm. This arrangement can improve the noise control of the all-terrain vehicle 200, reduce the exhaust noise of the all-terrain vehicle 200, and improve the noise quality, so that the all-terrain vehicle 200 has a more balanced performance; and this arrangement makes the exhaust of the all-terrain vehicle 200 unobstructed, reduces the power loss of the engine 11, and ensures the power and fuel economy of the engine 11. As an optional embodiment, 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, etc., and the radius of the pores can be set to 2 mm, 3 mm, 4 mm or 5 mm, etc.

[0046] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; An engine, the engine comprising a first air intake pipeline, a second air intake pipeline, a supercharger assembly, an intercooler and a throttle assembly, the first air intake pipeline being connected to the supercharger assembly, the supercharger assembly being connected to the intercooler, and the intercooler being connected to the throttle assembly via the second air intake pipeline; A traveling assembly, the traveling assembly being transmission-connected to the engine; It is characterized in that The engine also includes an intake pressure relief system, which includes a control device, a monitoring device and an actuator, wherein one end of the actuator is connected to the second intake pipe, and the other end of the actuator is connected to the first intake pipe. The monitoring device is used to monitor the gas pressure value near the throttle assembly and transmit the gas pressure value to the control device. The control device presets a threshold value. When the gas pressure value is greater than or equal to the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be connected; when the gas pressure value is less than the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be closed.

2. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle includes an ECU, and the control device is integrated into the ECU.

3. The all-terrain vehicle according to claim 1, characterized in that: The monitoring device is configured as an intake pressure sensor.

4. The all-terrain vehicle according to claim 1, characterized in that: The actuator includes an intake pressure relief valve and a pressure relief pipe, and the intake pressure relief valve is fixedly connected to the pressure relief pipe.

5. The all-terrain vehicle according to claim 4, characterized in that: The intake pressure relief valve is arranged on the second intake pipe.

6. The all-terrain vehicle according to claim 4, characterized in that: The engine further includes an intake manifold, and the actuator further includes a support member, which is disposed between the pressure relief pipe and the intake manifold and is used to support the pressure relief pipe.

7. The all-terrain vehicle according to claim 1, characterized in that: The throttle component includes an open state and a closed state. When the throttle component is in the open state, there is a first air pressure difference between the first intake pipe and the second intake pipe; when the throttle component is in the closed state, there is a second air pressure difference between the first intake pipe and the second intake pipe, and the second air pressure difference is greater than the first air pressure difference.

8. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle includes an ECU, the throttle component includes an open state and a closed state, and the boost component includes a start state and a shutdown state. When the ECU controls the throttle component to close, the ECU also controls the boost component to shut down, and the shutdown time of the boost component is greater than the closing time of the throttle component.

9. The all-terrain vehicle according to claim 1, characterized in that: The supercharging assembly includes a compressor, a turbine, an intermediate body and a transmission shaft. The compressor and the turbine are both arranged on the intermediate body, and the transmission shaft connects the compressor and the turbine.

10. The all-terrain vehicle according to claim 1, characterized in that: The boost component includes an air inlet end and an air outlet end, and the air inlet end and the air outlet end are not directly connected on the boost component.

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