All-terrain vehicle

Abstract

The invention discloses an all-terrain vehicle. The all-terrain vehicle comprises a vehicle frame, a vehicle body covering part, an engine and a walking assembly. The vehicle body covering part is at least partially arranged on the vehicle frame; the engine comprises an air cylinder body and a knock sensor arranged on the air cylinder body. The walking assembly is in transmission connection with the engine. The cylinder body comprises a first combustion chamber, a second combustion chamber and a third combustion chamber, the second combustion chamber is arranged between the first combustion chamber and the third combustion chamber, a mounting seat is arranged on the second combustion chamber, and the shock explosion sensor is arranged on the mounting seat. Through the arrangement, the impact on the transmission assembly when the whole vehicle bears high impact is reduced through the buffering mechanism, so that the transmission assembly is better protected, meanwhile, vibration and noise transmitted by an engine are reduced, and then the functions of shock absorption and noise reduction are improved.

Description

Technical Field

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

[0002] At present, the engine of an ATV basically transmits power to the drive axle through a transmission shaft, and then the drive axle drives the wheels through a constant velocity half-axle, and the transmission shaft needs to be equipped with a cross-axis universal joint to transmit power to make the transmission smooth. However, the use environment of ATVs is complex and the working conditions are harsh. Ordinary cross-axis universal joints and transmission shafts cannot withstand the high impact when the vehicle is in use. The strength and volume of the transmission shaft need to be increased, and the cross-axis universal joint needs to be replaced when necessary, which increases the production cost and vehicle weight, and requires a larger vehicle body space, while failing to solve the vibration and noise transmitted by the engine. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide an all-terrain vehicle, which can achieve shock absorption and noise reduction functions and improve the impact on the transmission components.

[0004] An all-terrain vehicle comprises a frame, a body covering, an engine and a travel assembly. The body covering is at least partially arranged on the frame; the engine comprises a cylinder block and a knock sensor arranged on the cylinder block; the travel assembly is transmission-connected to the engine; the cylinder block comprises a first combustion chamber, a second combustion chamber and a third combustion chamber, wherein the second combustion chamber is arranged between the first combustion chamber and the third combustion chamber, a mounting seat is arranged on the second combustion chamber, and the knock sensor is arranged on the mounting seat.

[0005] Further, the cylinder body at least partially extends toward a side away from the second combustion chamber to form a mounting seat.

[0006] Furthermore, the mounting seat is arranged on a side of the cylinder body close to the intake end.

[0007] Further, the temperature at the mounting seat is lower than the temperature at the other side of the cylinder block away from the mounting seat.

[0008] Furthermore, the all-terrain vehicle also includes an ECU, and the explosion sensor is also electrically connected to the ECU and is used to transmit an electrical signal to the ECU.

[0009] Furthermore, a threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

[0010] Furthermore, a threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

[0011] Furthermore, an all-terrain vehicle includes a frame, a body covering, an engine and a travel assembly. The body covering is at least partially arranged on the frame; the engine includes a cylinder block, an ignition mechanism and a knock sensor arranged on the cylinder block; the travel assembly is transmission-connected to the engine; the cylinder block includes a first combustion chamber, a third combustion chamber and a second combustion chamber arranged between the first combustion chamber and the third combustion chamber, the knock sensor is arranged outside the second combustion chamber, and the all-terrain vehicle also includes an ECU, the ECU is electrically connected to the knock sensor, the knock sensor is used to collect vibration waves of the cylinder block and convert the vibration waves into electrical signals to transmit to the ECU, and the ECU controls the ignition time of the ignition mechanism according to the electrical signals of the knock sensor.

[0012] Furthermore, a threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

[0013] Furthermore, a threshold is preset in the ECU, and when the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

[0014] The all-terrain vehicle provided by the present invention can be provided with a buffer mechanism between the power output shaft and the transmission shaft, and / or between the transmission shaft and the drive axle, and the buffer mechanism can absorb the vibration and noise transmitted by the engine, thereby achieving the effect of shock absorption and noise reduction. At the same time, the buffer mechanism can also reduce the impact force on the transmission shaft, the power output shaft and / or the drive axle, thereby better protecting the transmission components and power components of the all-terrain vehicle, which is conducive to improving the overall performance of the all-terrain vehicle. 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 the engine of this application;

[0019] Figure 5 A three-dimensional schematic diagram of the engine cylinder block of the present application;

[0020] Figure 6 This is a control logic diagram of the engine knock sensor of the present application;

[0021] Figure 7 A cross-sectional view of a cylinder block of the engine of the present application;

[0022] Figure 8 For this application Figure 7 A partial enlarged view of the middle A;

[0023] Fig. 9 An exploded view of a side cover of the engine of the present application;

[0024] Fig.10 An exploded view of the side cover of the engine of the present application from another perspective;

[0025] Fig.11 A top view of a cylinder block of the engine of the present application;

[0026] Fig.12 A cross-sectional view of a cylinder block of the engine of the present application;

[0027] Fig.13 A cross-sectional view of the engine of the present application from another perspective;

[0028] Fig.14 A three-dimensional schematic diagram of a crankcase of the engine of the present application;

[0029] Fig.15 A three-dimensional schematic diagram of a cylinder block of the engine of the present application;

[0030] Fig.16 A three-dimensional schematic diagram of a cylinder block of the engine of the present application from another perspective;

[0031] Fig.17 A cross-sectional view of a crankshaft of the engine of the present application;

[0032] Fig.18 It is a three-dimensional schematic diagram of the crankshaft of the engine of the present application. DETAILED DESCRIPTION

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 for power generation. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly 121 and a clutch housing 122, the reduction box 13 includes a reduction assembly 131 and a reduction box housing 132, the magneto 118 is arranged at one end of the crankshaft 1141, the other end of the crankshaft 1141 is transmission-connected to one end of the clutch assembly 121, the other end of the clutch assembly 121 is transmission-connected to one end of the reduction assembly 131, and the other end of the reduction assembly 131 is transmission-connected to the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction box housing 132 and the housing 111 are at least partially integrated, that is, the clutch housing 122 is at least partially integrally formed or fixedly connected with the housing 111, and the reduction box housing 132 is at least partially integrally formed or fixedly connected with the housing 111. The clutch housing 122 and the reduction box housing 132 are integrally formed or fixedly connected, so that the crankshaft 1141 can extend out of the housing 111 and directly drive connected to the clutch assembly 121, and the clutch assembly 121 can directly drive connected to the reduction assembly 131. This arrangement reduces the occupied space of the engine 11 and the transmission system, makes the transmission structure simple and has fewer parts, so that the layout structure of the engine 11 and the transmission system is compact, and improves space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction box 13 also includes a spline shaft 133, one end of the spline shaft 133 is drive connected to the reduction assembly 131, and the other end of the spline shaft 133 is drive connected to the transmission shaft and is drive connected to the front wheel assembly 251 through the transmission shaft, so that the engine 11 can be drive connected to the front wheel assembly 251. The axis of the spline shaft 133 extends substantially in the front-rear direction, so that the arrangement of the spline shaft 133 can be adapted to the structure of the engine 11, the clutch 12 and the reduction box 13 provided in the present application, further saving the arrangement space of the all-terrain vehicle 200. The travel assembly 25 also includes a rear wheel assembly 252 and a rear axle, the rear wheel assembly 252 and the rear axle are transmission-connected, the reduction box housing 132 is provided with a reduction box 13 through hole, the rear axle is penetrated in the reduction box 13 through hole and is transmission-connected to the reduction assembly 131, so that the engine 11 can be transmission-connected to the rear wheel assembly 252. In this embodiment, the valve mechanism 112 also includes a supercharging assembly 1121, and the supercharging assembly 1121 can make the intake volume of the engine 11 greater than or equal to 650 kg / h and less than or equal to 750 kg / h. As an implementation method, the supercharging assembly 1121 can make the intake volume of the engine 11 reach 726 kg / h.Under such intake volume, the fuel injection volume of the engine 11 reaches 70 kg / h. Under such settings, the speed of the crankshaft 1141 of the engine 11 is greater than or equal to 8000 r / min and less than about 9000 r / min, and the specific power of the engine 11 is greater than or equal to 150 kw / L and less than or equal to 160 kw / L, so that a strong driving force can be output, so that the all-terrain vehicle 200 equipped with the engine 11 has stronger power and can adapt to more complex road conditions. In addition, through the above settings, the overall structure of the power assembly 100 is more compact, and it can be better assembled on the all-terrain vehicle 200, making the structure of the all-terrain vehicle 200 more compact.

[0038] like Figures 4 to 6 As shown, the cylinder body 1113 is also provided with a knock sensor 1113a and a mounting seat 1113b. The cylinder body 1113 provided in the present application includes a first combustion chamber 1113c, a second combustion chamber 1113d and a third combustion chamber 1113e. Among them, the second combustion chamber 1113d is arranged between the first combustion chamber 1113c and the third combustion chamber 1113e. The mounting seat 1113b is arranged in the middle of the second combustion chamber 1113d, and the cylinder body 1113 at least partially extends to a side away from the second combustion chamber 1113d to form the mounting seat 1113b, and the knock sensor 1113a is arranged on the mounting seat 1113b, and the knock sensor 1113a is used to monitor the combustion state of the gas in each combustion chamber. This arrangement arranges the knock sensor 1113a in an area with a lower temperature, so that the knock sensor 1113a has better safety; and the arrangement in which the knock sensor 1113a is connected to the cylinder block 1113 via the mounting base 1113b avoids affecting the strength of the heat dissipation channel and the heat dissipation performance. As an implementation method, the mounting base 1113b is arranged on the side of the cylinder block 1113 close to the air intake. Through such an arrangement, the temperature of the position where the mounting base 1113b is arranged can be lower, thereby avoiding the high temperature of the cylinder block 1113 from damaging the knock sensor. In addition, by arranging the mounting base 1113b at the position of the second combustion chamber 1113d, the signal received by the knock sensor can be more uniform, so that the signal received by the knock sensor can basically cover the three cylinder blocks, thereby basically being able to monitor the knock situation of the entire cylinder block 1113.

[0039] The all-terrain vehicle 200 includes an ECU (Electronic Control Unit), which is used to control the operation of the entire vehicle. It is understandable that the knock sensor can monitor the combustion in the engine 11 cylinder. When the mixture in the combustion chamber burns rapidly in a very short time, vibration waves of different frequencies will be generated. The knock sensor 1113a will identify the vibration wave and convert it into an electrical signal, and transmit the electrical signal to the ECU at the same time. When the signal exceeds the limit, the ECU will control the de-ignition angle according to the electrical signal to alleviate the combustion. When the combustion meets the requirements and the detection signal of the knock sensor 1113a is within the required range, the ECU will control the ignition angle to return to the previous calibration state according to the electrical signal, thereby achieving a better combustion effect. Specifically, a threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism 115 to delay ignition. A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism 115 to ignite normally.

[0040] like Figures 7 and 8As shown, the cylinder body 1113 is provided with a mounting hole 1113f, and the mounting hole 1113f can be connected with a fastener to mount the components in the cylinder body 1113 on the cylinder body 1113. As an implementation method, after the fastener is connected to the mounting hole 1113f and the assembly is completed, the fastener is completely sunk into the mounting hole 1113f and does not protrude from the outer surface of the cylinder body 1113, so that the protruding part of the fastener can be prevented from affecting the flatness of the cylinder body 1113, and at the same time, the joint surface of the fastener and the mounting hole 1113f can be prevented from being deformed due to force. The mounting hole 1113f is set as a threaded countersunk hole. The mounting hole 1113f includes a countersunk portion 1113g and a connecting portion 1113n. The fastener and the countersunk portion 1113g are in contact. The connecting portion 1113n and the fastener are threadedly connected. The countersunk portion 1113g is used to increase the contact area between the mounting hole 1113f and the fastener, so that the connection between the fastener and the mounting hole 1113f is stable and reliable. The countersunk portion 1113g is set as a casting, that is, the cylinder body 1113 and the countersunk portion 1113g are cast at the same time. This setting method facilitates the processing and forming of the mounting hole 1113f on the cylinder body 1113, thereby reducing the manufacturing cost. As an implementation method, the countersunk portion 1113g includes a first part 1113h and a second part 1113m. The first part 1113h is set as a vertical area, and the second part 1113m is set as a fillet area. The first part 1113h and the second part 1113m are basically continuously arranged. The depth of the first portion 1113h is set to be greater than or equal to 1 mm and less than or equal to 3 mm. The inner diameter of the first portion 1113h is greater than the outer diameter of the fastener, and the difference between the inner diameter of the first portion 1113h and the outer diameter of the fastener is greater than or equal to 1 mm and less than or equal to 2 mm. Through the above arrangement, it can be ensured that the fastener can be reliably inserted into the mounting hole 1113f and located in the mounting hole 1113f. In addition, by setting the counterbore portion 1113g as a casting molding, the increase in supply and demand in later processing can be avoided, and the design and manufacturing cost of the cylinder block 1113 is also reduced.

[0041] like Figures 9 and 10As shown, the cylinder block 1113 is surrounded by a receiving space 1113p, and the engine 11 further includes a side cover 1113q for closing at least part of the receiving space 1113p. As an implementation, the side cover 1113q is detachably connected to the cylinder block 1113. The side cover 1113q is provided with a plurality of first connection holes 1113qa, which can be matched with the mounting holes 1113f on the cylinder block 1113 to be connected to the cylinder block 1113. The side cover 1113q is also provided with a water pump assembly 11aa, an oil cooler 11b, an oil filter 11c, a magneto 118 and a speed sensor 11d. The water pump assembly 11aa is arranged at the upper left corner of the side cover 1113q away from the cylinder body 1113 and is fixed to the side cover 1113q by bolts. The side cover 1113q is also provided with a water outlet hole 1113qb and a second connection hole 1113qc. The second connection hole 1113qc is distributed around the water outlet hole 1113qb, and the water outlet hole 1113qb can be used for the water pipe in the water pump assembly 11aa to pass through. The oil cooler 11b is arranged at the upper right corner of the side cover 1113q and is fixed to the side cover 1113q by bolts. The side cover 1113q is also provided with a water inlet 1113qd, a first oil inlet 1113qe and an oil return port 1113qf. The water inlet 1113qd, the oil inlet and the oil return port 1113qf are connected to the oil cooler 11b. A first groove is arranged at the water inlet 1113qd, and a first sealing ring is arranged on the first groove, so that the water path can be sealed. A second groove is arranged at the first oil inlet 1113qe, and a second sealing ring is arranged on the second groove, so that the oil path can be sealed. The oil filter 11c is arranged at the lower right corner of the side cover 1113q away from the cylinder block 1113, and is fixed to the side cover 1113q by bolts. The side cover 1113q is provided with a second oil inlet 1113qh and an oil outlet 1113qk, and the second oil inlet 1113qh and the oil outlet 1113qk are communicated with the oil filter 11c.

[0042] The magnetic motor 118 includes a stator assembly 1182, which is arranged on a side of the side cover 1113q close to the cylinder body 1113, that is, arranged on the inner side of the cylinder body 1113. The stator assembly 1182 is fixed to the side cover 1113q by bolts, and the side cover 1113q is also provided with a notch 1113qg, which can be used for the wires connected to the stator assembly 1182 to pass through and is sealed by a seal.

[0043] The speed sensor 11d is arranged on the left side of the side cover 1113q away from the cylinder block 1113, and is fixed to the cylinder block 1113 by bolts. Through the above arrangement, the water pump assembly 11aa, the oil cooler 11b, the oil filter 11c, the magneto 118 and the speed sensor 11d can be integrated on the side cover 1113q, so as to make the peripheral layout of the engine 11 more compact, reduce the space occupied in the vehicle, reduce the weight of the engine 11, and improve the degree of assembly integration.

[0044] like Figure 11 to Figure 12As shown, a cylinder water jacket 1113y is provided in the cylinder body 1113, and the cylinder water jacket 1113y is provided around the combustion chamber, and a heat exchange medium flows in the cylinder water jacket 1113y to take out the heat in the combustion chamber. As an implementation, the cylinder water jacket 1113y includes a first path 1113ya and a second path 1113yb, wherein the path extends substantially along the first direction, and the second path 1113yb extends substantially along the second direction. As an implementation, a plurality of combustion chambers are provided on the cylinder body 1113, and the combustion chambers divide the first path 1113ya and the second path 1113yb. An inlet and an outlet are provided on the cylinder body 1113, and the heat exchange medium flows in from the inlet, and flows out from the outlet after flowing through the entire combustion chamber. It is understandable that, since the cylinder block 1113 itself is not necessarily a completely symmetrical part, the heat exchange medium flowing in from the inlet does not flow through the combustion chamber in a completely symmetrical form through the first path 1113ya and the second path 1113yb, respectively, resulting in a pressure difference between the heat exchange medium in the first path 1113ya and the second path 1113yb. As an implementation method, a heat dissipation structure 1113yc is also provided between the spaced cylinder holes. The heat dissipation structure 1113yc can connect the first path 1113ya and the second path 1113yb, thereby utilizing the pressure difference between the first path 1113ya and the second path 1113yb to allow the heat exchange medium to flow through the heat dissipation structure 1113yc, thereby taking away the heat in the combustion chamber near the heat dissipation structure 1113yc, thereby optimizing the cooling effect of the combustion chamber. As an implementation, the heat dissipation structure 1113yc is set as a heat dissipation groove or a heat dissipation through hole. When the heat dissipation structure 1113yc is set as a heat dissipation groove, the groove width of the heat dissipation structure 1113yc is set to be greater than or equal to 1mm and less than or equal to 2mm. Further, the groove width of the heat dissipation structure 1113yc is set to be greater than or equal to 1.2mm and less than or equal to 1.8mm. Further, the groove width of the heat dissipation structure 1113yc is set to be greater than or equal to 1.4mm and less than or equal to 1.6mm. In order to better take away the heat in the combustion chamber, the groove depth of the heat dissipation structure 1113yc is also set within a preset range. Specifically, the groove depth of the heat dissipation structure 1113yc is set to be greater than or equal to 3mm and less than or equal to 7mm. Further, the groove depth of the heat dissipation structure 1113yc is set to be greater than or equal to 4mm and less than or equal to 6mm. Further, the groove depth of the heat dissipation structure 1113yc is set to be greater than or equal to 4.5mm and less than or equal to 5.5mm. Through such an arrangement, the heat dissipation structure 1113yc can improve the heat dissipation efficiency of the combustion chamber and ensure the strength of the cylinder body 1113. As an implementation method, the heat dissipation structure 1113yc is arranged between a plurality of spaced cylinder holes, that is, a plurality of heat dissipation structures 1113yc are spaced in the cylinder body 1113, thereby connecting the first path 1113ya and the second path 1113yb at the same time.It can be understood that since there is always a pressure difference between the first path 1113ya and the second path 1113yb, the heat exchange medium in the plurality of heat dissipation structures 1113yc can always keep flowing.

[0045] like Fig.14 As shown, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which is at least partially disposed in the crankcase 1114 and rotatably connected to the crankcase 1114. The crankcase 1114 includes a first support portion 1114a and a second support portion 1114b, and the crankshaft 1141 is disposed on and supported by the first support portion 1114a and the second support portion 1114b. The first support portion 1114a and the second support portion 1114b are provided with oil seals 1114c, which are used to prevent leakage of liquid such as lubricating oil in the crankcase 1114. At least one of the first support portion 1114a and the second support portion 1114b is provided with a guide surface 1114d, and the guide surface 1114d can be provided at one end of the first support portion 1114a close to the second support portion 1114b, and the guide surface 1114d can be provided at one end of the second support portion 1114b close to the first support portion 1114a. The guide surface 1114d includes a first guide end 1114da and a second guide end 1114db, the first guide end 1114da is provided at one end of the guide surface 1114d close to the crankshaft 1141, and the second guide end 1114db is provided at one end away from the crankshaft 1141, and the first guide end 1114da is higher than the second guide end 1114db. This arrangement enables the guide surface 1114d to guide the lubricating liquid and the coolant in the crankcase 1114 to flow back to the oil pan 1115. As an optional embodiment, the guide surface 1114d can be set as an inclined plane, a curved surface, or a combination of a curved surface and a flat surface. The guide surface 1114d is configured to be cast simultaneously with the crankcase 1114 to reduce manufacturing costs.

[0046] like Figures 13 to 16As shown, a crankshaft stopper 1114e is provided on the crankcase 1114, and the crankshaft stopper 1114e is used to close at least part of the crankshaft 1141 and limit the axial and radial displacement of the crankshaft 1141. As an implementation method, a first limiting portion 1114ea and a second limiting portion 1114ec are provided on the crankshaft stopper 1141, and the first limiting portion 1114ea and the second limiting portion 1114ec are arranged on both sides of the crankshaft stopper 1141 and are integrally formed with the crankshaft stopper 1141, and can cooperate to limit the axial displacement of the crankshaft 1141. Specifically, the first limiting portion 1114ea and the second limiting portion 1114ec are arranged as protrusions on the crankshaft stopper 1141. Here, taking the first limiting portion 1114ea as an example, in a preset direction parallel to the rotation direction of the crankshaft 1141, the first limiting portion 1114ea protrudes to a preset distance along the preset direction. Through such a design, the first limit portion 1114ea and the second limit portion 1114ec can fill the gap between the two cranks and the crankshaft 1141. As a result, the gap between the crank and the first limit portion 1114ea is less than a preset value, and the gap between the crank and the second limit portion 1114ec is less than a preset value. By filling the gap between the two cranks and the crankshaft 1141, the axial displacement of the crankshaft 1141 during the rotation process is limited, thereby improving the stability of the rotation of the crankshaft 1141. Furthermore, in order to reduce the wear generated when the crankshaft 1141 contacts the first limit portion 1114ea and the second limit portion 1114ec, a first weight reduction hole 1114eb is provided on the first limit portion 1114ea, and a second weight reduction hole 1114ed is provided on the second limit portion 1114ec. The first weight-reducing hole 1114eb and the second weight-reducing hole 1114ed are connected to the internal space of the crankcase 1114, so that the lubricating oil can flow into the contact surface between the crankshaft 1141 and the first limit portion 1114ea, and the lubricating oil can also flow into the contact surface between the crankshaft 1141 and the second limit portion. This arrangement not only increases the lubrication effect between the crankshaft 1141 and the first limit portion 1114ea and the second limit portion 1114ec, reduces the wear between the first limit portion 1114ea and the second limit portion 1114ec, but also reduces the weight of the crankcase 1114 without affecting the strength of the first limit portion 1114ea and the second limit portion 1114ec.

[0047] like Figure 17 to Figure 18The crank-connecting rod mechanism 114 shown includes a balancing shaft 1114f, which is at least partially disposed in the crankcase 1114 and rotatably connected to the crankcase 1114, and the balancing shaft 1114f is used to balance and reduce the vibration of the crank-connecting rod mechanism 114. A first positioning structure 1114g is disposed on the crankcase 1114, and a second positioning structure 1114fa is disposed on the balancing shaft 1114f. The first positioning structure 1114g and the second positioning structure 1114fa are engaged to limit the axial movement of the balancing shaft 1114f. Specifically, the balancing shaft 1114f at least partially extends toward the crankcase 1114 and is formed with the second positioning structure 1114fa. As an optional embodiment, the second positioning structure 1114fa is configured as a positioning protrusion having a receiving groove 1114fb, and the first positioning structure 1114g is configured as a positioning protrusion, and the first positioning structure 1114g is configured in the receiving groove 1114fb. More specifically, the second positioning structure 1114fa includes a first protrusion 1114fc and a second protrusion 1114fd, the first positioning structure 1114g is arranged between the first protrusion 1114fc and the second protrusion 1114fd, one end of the first positioning structure 1114g abuts against the first protrusion 1114fc, the other end of the first positioning structure 1114g abuts against the second protrusion 1114fd, and the balance shaft 1114f can rotate relative to the first positioning structure 1114g. Specifically, the first positioning structure 1114g includes a first protrusion 1114ga and a second protrusion 1114gb, the first protrusion 1114ga abuts against the first protrusion 1114fc, and the second protrusion 1114fd abuts against the second protrusion 1114gb. The first positioning structure 1114g and the second positioning structure 1114fa of this arrangement have a high clamping strength, are not prone to fracture failure, and have good reliability. As another optional implementation, the first positioning structure 1114g is configured as a limiting groove, the second positioning structure 1114fa is configured as a positioning protrusion, and the second positioning structure 1114fa is disposed in the first positioning structure 1114g and can rotate relative to the first positioning structure 1114g. The first positioning structure 1114g and the second positioning structure 1114fa in this configuration are simple in structure and easy to manufacture.

[0048] As an implementation, the engine 11 also includes a starter 11f, which drives the crankshaft 1141 to rotate through a starter gear 11fa. An oil pump gear 1161 is also provided on the crankshaft 1141, and the oil pump gear 1161 is fixedly connected to the crankshaft 1141 and can rotate synchronously with the crankshaft 1141. As an implementation, the starter gear 11fa is provided between the oil pump gear 1161 and the magneto 118. As an implementation, the starter gear 11fa drives the crankshaft 1141 to rotate through a one-way clutch 12. When the starter gear 11fa drives the one-way clutch 12 to rotate, it will disengage the one-way clutch 12 to a preset distance, so as to prevent the crankshaft 1141 from rotating at a high speed and driving the starter 11f to rotate, thereby burning the starter 11f. It is understandable that the starter gear 11fa has a preset movement gap along the rotation direction of the crankshaft 1141. In order to prevent the starter gear 11fa from moving after the crankshaft 1141 is started, thereby affecting the operation of other parts, the present application limits the axial movement of the starter gear 11fa through the oil pump gear 1161 and the magneto housing 1181, thereby preventing the starter gear 11fa from affecting other parts. It is understandable that there is a preset gap between the oil pump gear 1161 and the starter gear 11fa. The gap can accommodate the starter gear 11fa on the one hand, and can also allow the starter gear 11fa to disengage from the one-way clutch 12 on the other hand.

[0049] The valve mechanism 112 includes an intake assembly 1122, an exhaust assembly 1123, an oil filter 11c, a supercharger assembly 1121, an intercooler 1126, a throttle assembly 1127, an intake manifold 1128, and an exhaust manifold 1129. The intake assembly 1122 is arranged at the front end of the engine 11, and the exhaust assembly 1123 is arranged at the rear end of the engine 11. This arrangement is conducive to improving the smoothness of the intake and exhaust of the engine 11. One end of the air intake assembly 1122 is connected to the outside space, and the other end of the air intake assembly 1122 is connected to one end of the oil filter 11c, and the other end of the oil filter 11c is connected to one end of the supercharger assembly 1121, and the other end of the supercharger assembly 1121 is connected to one end of the intercooler 1126, and the other end of the intercooler 1126 is connected to one end of the throttle assembly 1127, and the other end of the throttle assembly 1127 is connected to one end of the intake manifold 1128, and the other end of the intake manifold 1128 is connected to the combustion chamber. The intercooler 1126 extends in a preset plane, and the engine 11 has a mounting surface mounted to the all-terrain vehicle 200, and the preset plane and the mounting surface are obliquely intersected, and the angle between the preset plane and the mounting surface is greater than or equal to 80° and less than or equal to 90°. Further, the preset plane of the intercooler 1126 faces the front direction of the all-terrain vehicle 200, and the angle between the preset plane and the mounting surface is set to 85°. By such a configuration, the cooling effect of the intercooler 1126 can be improved, and the structure of the entire power assembly 100 can be made more compact. The air intake assembly 1122 is used to inhale air and transfer the air to the oil filter 11c. The oil filter 11c is used to filter out impurities such as dust and moisture in the air and transfer the air to the supercharger assembly 1121. The supercharger assembly 1121 can increase the pressure of the air in the valve mechanism 112. When the valve mechanism 112 needs to increase the intake, the pressure generated by the supercharger assembly 1121 is used to increase the intake volume and increase the intake tumble intensity, thereby increasing the oxygen content of the intake of the engine 11 and improving the power of the all-terrain vehicle 200. When the supercharger assembly 1121 increases the pressure of the air, the internal energy of the air increases with the increase of the air pressure. The supercharger assembly 1121 also transfers the high-temperature air to the intercooler 1126, and the intercooler 1126 cools the high-temperature air, thereby reducing the heat load of the engine 11. The throttle assembly 1127 controls the amount of air entering the combustion chamber, so that the engine 11 can adapt to different working conditions and improve the power and fuel economy of the engine 11. The valve mechanism 112 also includes an air pipe assembly 112a, and the air intake assembly 1122, the oil filter 11c, the supercharger assembly 1121, the intercooler 1126, the throttle assembly 1127 and the combustion chamber are interconnected through the air pipe assembly 112a.

[0050] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; An engine, the engine comprising a cylinder block and a knock sensor disposed on the cylinder block; A traveling assembly, the traveling assembly being transmission-connected to the engine; It is characterized in that The cylinder body comprises a first combustion chamber, a second combustion chamber and a third combustion chamber, wherein the second combustion chamber is arranged between the first combustion chamber and the third combustion chamber, a mounting seat is arranged on the second combustion chamber, and the detonation sensor is arranged on the mounting seat.

2. The all-terrain vehicle according to claim 1, characterized in that: The cylinder body at least partially extends toward a side away from the second combustion chamber to form the mounting seat.

3. The all-terrain vehicle according to claim 1, characterized in that: The mounting seat is arranged on a side of the cylinder body close to the air intake end.

4. The all-terrain vehicle according to claim 1, characterized in that: The temperature at the mounting seat is lower than the temperature at the other side of the cylinder block away from the mounting seat.

5. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle further includes an ECU, and the explosion sensor is also electrically connected to the ECU and is used to transmit an electrical signal to the ECU.

6. The all-terrain vehicle according to claim 5, characterized in that: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

7. The all-terrain vehicle according to claim 5, characterized in that: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

8. An all-terrain vehicle comprising Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; An engine, the engine comprising a cylinder block, an ignition mechanism and a knock sensor disposed on the cylinder block; A traveling assembly, the traveling assembly being transmission-connected to the engine; It is characterized in that The cylinder body includes a first combustion chamber, a third combustion chamber and a second combustion chamber arranged between the first combustion chamber and the third combustion chamber. The knock sensor is arranged outside the second combustion chamber. The all-terrain vehicle also includes an ECU, and the ECU is electrically connected to the knock sensor. The knock sensor is used to collect vibration waves of the cylinder body and convert the vibration waves into electrical signals to transmit to the ECU. The ECU controls the ignition timing of the ignition mechanism according to the electrical signal of the knock sensor.

9. The all-terrain vehicle according to claim 8, characterized in that: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

10. The all-terrain vehicle according to claim 8, characterized in that: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

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