All-terrain vehicle and power assembly thereof

Abstract

The utility model discloses an all-terrain vehicle and a power assembly thereof. The all-terrain vehicle comprises a vehicle frame, a vehicle body cover; a walking assembly; a driving motor and a power supply assembly. The power assembly comprises an engine and a generator at least partially arranged on one side of the engine. The engine comprises a crankshaft, the generator comprises a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms an accommodating space, and the rotor is arranged in the accommodating space; the ratio of the length of the rotor in the direction parallel to the rotation center line of the crankshaft to the peak power of the generator is larger than or equal to 0.41 mm / kw and smaller than or equal to 0.63 mm / kw. According to the all-terrain vehicle, the arrangement relation of the motor and the engine is reasonably configured, and therefore the power assembly is compact in structure and can output large power.

Description

[0001] Related applications

[0002] This application claims priority to Chinese patent application number 2022109201710, filed on July 29, 2022, with invention name “All Terrain Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to an all-terrain vehicle and a powertrain thereof. Background Art

[0004] All-terrain vehicles, also known as "all-terrain four-wheeled off-road vehicles," are simple, practical vehicles with excellent off-road performance. Traditional vehicles are primarily powered by engines, making it easier to achieve overall vehicle balance during the layout of an ATV. However, when the powertrain also includes a generator, the generator and engine form the powertrain, making it more challenging to arrange the powertrain within the ATV. The addition of the generator can disrupt the routing of the high-voltage wiring harness during vehicle layout, impacting the space utilization of the vehicle's various components.

[0005] When an all-terrain vehicle is affected by the layout space, the layout position of the powertrain is restricted, which makes the layout of the powertrain unfavorable to the center of mass ratio of the entire vehicle, affecting the handling feel of the all-terrain vehicle. Summary of the Invention

[0006] An all-terrain vehicle is provided in an embodiment of the present application to solve at least one problem existing in the background technology.

[0007] In the first aspect, an all-terrain vehicle is provided in the present embodiment, comprising: a vehicle frame; a body covering, the vehicle body covering being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the vehicle frame; a drive motor, the drive motor being used to drive the traveling assembly; a power supply assembly, the power supply assembly being electrically connected to the drive motor; a power assembly, the power assembly being at least partially disposed on the vehicle frame for charging the power supply assembly, the power assembly comprising an engine and a generator at least partially disposed on one side of the engine; the engine comprising a crankshaft, a cylinder block, a first cooling water jacket and a water jacket partition, the first cooling water jacket being at least partially disposed in the cylinder block, the water jacket partition being at least partially disposed The generator is arranged in a first cooling water jacket, and includes a stator and a rotor connected to a crankshaft. The stator is connected to the engine and forms a receiving space, and the rotor is arranged in the receiving space; the ratio of the length of the rotor in a direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; the water jacket partition is formed with a first waist-shaped hole and a second waist-shaped hole; on a projection plane perpendicular to a preset direction, the ratio of the projection area of ​​the first waist-shaped hole on the projection plane along the preset direction to the projection area of ​​the second waist-shaped hole on the projection plane along the preset direction is greater than or equal to 2.4 and less than or equal to 3.6.

[0008] On the second aspect, an all-terrain vehicle is provided in this embodiment, comprising: a frame; a body cover, the body cover being at least partially arranged on the frame; a traveling assembly, the traveling assembly being at least partially connected to the frame; a drive motor for driving the traveling assembly; a power supply assembly, the power supply assembly being electrically connected to the drive motor; a powertrain, the powertrain being at least partially arranged on the frame for charging the power supply assembly, the powertrain comprising an engine and a generator at least partially arranged on one side of the engine; the engine comprising a crankshaft, an intake passage and an injection assembly, the generator comprising a stator and a rotor connected to the crankshaft, the stator being connected to the engine and forming a accommodating space, the rotor being arranged in the accommodating space; the ratio of the length of the rotor along a direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; the intake passage is formed with a first injection hole and a second injection hole, the injection assembly is at least partially arranged in the first injection hole, and the injection assembly is also at least partially arranged in the second injection hole.

[0009] According to a third aspect, an all-terrain vehicle is provided in this embodiment, comprising: a vehicle frame; a body covering, the vehicle body covering being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the vehicle frame; a drive motor for driving the traveling assembly; a power supply assembly, the power supply assembly being electrically connected to the drive motor; a powertrain, the powertrain being at least partially disposed on the vehicle frame for charging the power supply assembly, the powertrain comprising an engine and a generator at least partially disposed on one side of the engine; the engine comprising a crankshaft and a cylinder head cover, the generator comprising a stator and a rotor connected to the crankshaft, the stator being connected to the engine and forming a receiving space, the rotor being disposed in the receiving space; a ratio of a length of the rotor in a direction parallel to a rotation centerline of the crankshaft to a peak power of the generator being greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; a first separating mechanism and a second separating mechanism being disposed on the cylinder head cover, the lubricating oil in the cylinder head cover being separated after passing through the first separating mechanism and then through the second separating mechanism; the first separating mechanism being used to separate a first volume of lubricating oil, the second separating mechanism being used to separate a second volume of lubricating oil, wherein the first volume of the lubricating oil is greater than the second volume of the lubricating oil.

[0010] Fourthly, a power assembly is provided in this embodiment, including an engine, the engine including a crankshaft; a generator, the generator being at least partially arranged on one side of the engine; the generator including a stator and a rotor connected to the crankshaft, the stator being connected to the engine and forming a accommodating space, the rotor being arranged in the accommodating space; the ratio of the length of the rotor along the direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw.

[0011] Compared with the related art, the all-terrain vehicle provided in this embodiment achieves a compact powertrain structure and can output greater power by rationally configuring the layout relationship between the motor and the engine.

[0012] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0014] Figure 1 Schematic diagram of the three-dimensional structure of the all-terrain vehicle in the embodiment of the present application.

[0015] Figure 2 Schematic diagram of the internal structural connection relationship of the all-terrain vehicle in the embodiment of the present application.

[0016] Figure 3 Structure diagram of power assembly in the embodiment of the present application.

[0017] Figure 4 Exploded view of power assembly in the embodiment of the present application.

[0018] Figure 5 Sectional view of power assembly in the embodiment of the present application.

[0019] Figure 6 Sectional view of intake manifold in the embodiment of the present application.

[0020] Figure 7 Connection diagram of intake manifold and sealing member in the embodiment of the present application.

[0021] Figure 8 Diagram of first sealing member in the embodiment of the present application.

[0022] Figure 9 Enlarged view of A in the embodiment of the present application. Figure 7

[0023] Figure 10 Diagram of first view of intake passage in the embodiment of the present application.

[0024] Figure 11 Diagram of second view of intake passage in the embodiment of the present application.

[0025] Figure 12 Side view of cylinder head in the embodiment of the present application.

[0026] Figure 13 Exploded view of cylinder head cover in the embodiment of the present application.

[0027] Figure 14 Diagram of first cover in the embodiment of the present application.

[0028] Figure 15 Diagram of second cover in the embodiment of the present application.

[0029] Figure 16 Connection diagram of air filter in the embodiment of the present application.

[0030] Figure 17 Sectional view of first view of cylinder head in the embodiment of the present application.

[0031] Figure 18 Diagram of first cooling water jacket in the embodiment of the present application.

[0032] Figure 19 Assembly diagram of ignition mechanism in the embodiment of the present application. ​

[0033] Figure 20 In the embodiment of this application Figure 19 Enlarged view of point B in .

[0034] Figure 21 This is a top view of the cylinder head in an embodiment of the present application.

[0035] Figure 22 In the embodiment of this application Figure 21 Enlarged view of point C.

[0036] Figure 23 This is a cross-sectional view of the cylinder head from a second perspective in an embodiment of the present application.

[0037] Figure 24 This is a schematic diagram of the assembly of the second cooling water jacket in an embodiment of the present application.

[0038] Figure 25 It is a cross-sectional view of the cylinder block in the embodiment of the present application.

[0039] Figure 26 Schematic diagram of the crankshaft connecting rod mechanism in an embodiment of the present application.

[0040] Figure 27 This is a schematic diagram of the crankshaft signal plate in an embodiment of the present application.

[0041] Figure 28 Schematic diagram of the crankcase in an embodiment of the present application.

[0042] Figure 29 In the implementation mode of this application Figure 28 Enlarged view of point D.

[0043] Figure 30 In the embodiment of this application Figure 28 Enlarged view of point E.

[0044] Figure 31 This is a first structural schematic diagram of the glue containing groove in the embodiment of the present application.

[0045] Figure 32 This is a second structural schematic diagram of the glue containing groove in the embodiment of the present application.

[0046] Figure 33 This is a third structural schematic diagram of the glue containing groove in the embodiment of this application.

[0047] Figure 34 This is a fourth structural schematic diagram of the glue containing groove in the embodiment of the present application.

[0048] Figure 35 This is the first structural diagram of the end surface of the glue containing groove in the embodiment of this application.

[0049] Figure 36 This is a second structural diagram of the end surface of the glue containing groove in the embodiment of the present application.

[0050] Figure 37 Schematic diagram of a lubrication system in an embodiment of the present application.

[0051] Figure 38 Schematic diagram of the oil baffle in the embodiment of the present application.

[0052] Figure 39 This is a cross-sectional view of the oil baffle in the embodiment of the present application.

[0053] Figure 40 This is an exploded view of the generator in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the specific embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0055] like Figures 1 to 2 As shown, an all-terrain vehicle 100 includes a frame 11, a body panel 12, a travel assembly 13, a drive motor 18, a power supply assembly 19, and a powertrain 200. The frame 11 is a metal frame that supports the body panel 12 and the powertrain 200. The travel assembly 13 is at least partially connected to the frame 11 and can be driven to propel the all-terrain vehicle 100. The body panel 12 is at least partially disposed on the frame 11 to protect the all-terrain vehicle 100. The powertrain 200 includes an engine 15 and a generator 16. The powertrain 200 outputs power from the generator 16 to the power supply assembly 19, which is further electrically connected to the drive motor 18. The drive motor 18 outputs driving force to drive the travel assembly 13. It is understood that the drive motor 18 can be directly connected to the travel assembly 13 to drive the travel assembly 13. Alternatively, the drive motor 18 can transmit power to the travel assembly 13 via a transmission assembly, thereby moving the travel assembly 13. The powertrain 200 is at least partially disposed on the frame 11 and provides a power source for the all-terrain vehicle 100. In order to clearly illustrate the technical solution of this application, the following are also defined: Figure 1 Front, back, left, right, top, and bottom shown.

[0056] like Figures 3 to 5 As shown, as an implementation, the engine 15 includes a crankshaft-connecting rod mechanism 151 and an outer housing assembly 159 . The outer housing assembly 159 includes a cylinder head 1592 and a crankcase 1594 . The crankshaft-connecting rod mechanism 151 includes a crankshaft 1511 disposed on the crankcase 1594 .

[0057] Specifically, outer housing assembly 159 also includes a cylinder head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594, and an oil pan 1595. Cylinder head cover 1591 is connected to one end of cylinder head 1592 to seal cylinder head 1592 and prevent lubricating oil leakage from cylinder head 1592. The end of cylinder head 1592 away from cylinder head cover 1591 is connected to cylinder block 1593. Cylinder head 1592 and cylinder block 1593 form a substantially sealed space, sealing gas and creating a combustion chamber for the combustible mixture to withstand the high temperature and high pressure generated by the operation of engine 15. The end of cylinder block 1593 away from cylinder head 1592 is connected to crankcase 1594. Cylinder block 1593 and crankcase 1594 form the basic structure of engine 15. Oil pan 1595 is used to seal crankcase 1594. When connected, oil pan 1595 and crankcase 1594 form oil storage space 1595a, which collects and stores lubricating oil that is free within engine 15. Generator 16 is located on one side of crankcase 1594 and is driven by engine 15, thereby converting mechanical energy into electrical energy.

[0058] like Figure 4 and Figure 5 As shown, the engine 15 further includes a cam mechanism 152, an intake and exhaust mechanism 153, an ignition mechanism 154, a piston mechanism (not shown), a timing system 155, a balancing mechanism 156, a cooling system 157, and a lubrication mechanism 158. The outer housing assembly 159 is formed with a storage space, and the cam mechanism 152, the intake and exhaust mechanism 153, the ignition mechanism 154, the piston mechanism, the timing system 155, the crankshaft-connecting rod mechanism 151, the lubrication mechanism 158, the balancing mechanism 156, and the cooling system 157 are at least partially disposed within the storage space. Furthermore, the storage space includes a first storage space 1592a, a second storage space 1593a, and a third storage space 1594a.

[0059] As an implementation, a first storage space 1592a is formed in the cylinder head 1592, and the cam mechanism 152, the intake and exhaust mechanism 153, the ignition mechanism 154, the timing system 155, the lubrication mechanism 158, and the cooling system 157 are at least partially disposed in the first storage space 1592a. A second storage space 1593a is formed in the cylinder block 1593, and the piston mechanism, the lubrication mechanism 158, the timing system 155, and the cooling system 157 are at least partially disposed in the second storage space 1593a. The crankcase 1594 is formed with a third storage space 1594a, and the crankshaft-connecting rod mechanism 151, the lubrication mechanism 158, the balancing mechanism 156, the timing system 155, and the cooling mechanism are at least partially disposed in the third storage space 1594a.

[0060] The intake and exhaust mechanism 153 includes an intake mechanism 1531 and an exhaust mechanism 1534. The ignition mechanism 154 is disposed between the intake mechanism 1531 and the exhaust mechanism 1534. In the axial direction of the ignition mechanism 154, one end of the ignition mechanism 154 is disposed close to the cylinder block 1593, and the other end of the ignition mechanism 154 is provided with the cam mechanism 152. The cam mechanism 152 includes a first cam shaft 1521 disposed close to the intake mechanism 1531 and a second cam shaft 1522 disposed close to the exhaust mechanism 1534. The crankshaft connecting rod mechanism 151 includes a crankshaft 1511 and a connecting rod 1512, one end of the connecting rod 1512 is connected to the piston mechanism, the other end of the connecting rod 1512 is connected to the crankshaft 1511, and the crankshaft 1511 and the balance mechanism 156 are meshed by gears. When the piston mechanism moves linearly in the cylinder block 1593, the piston mechanism drives the crankshaft 1511 to rotate through the connecting rod 1512, and the balance mechanism 156 is driven to rotate through the rotation of the crankshaft 1511 to reduce the vibration of the engine 15 during operation. One end of the timing system 155 is connected to the cam mechanism 152, and the other end of the timing system 155 is connected to the crankshaft connecting rod mechanism 151. The lubrication mechanism 158 includes an oil pump 1581 and an oil return passage (not shown), and the lubricating oil in the oil storage space 1595a is pumped by the oil pump 1581 to each component of the engine 15 and returned to the oil storage space 1595a along the oil return passage. The cylinder block 1593 is formed with a cylinder bore 1593b penetrating through itself for accommodating the piston mechanism, and the cooling system 157 is at least partially disposed around the cylinder bore 1593b. The space between the ignition mechanism 154 and the cylinder block 1593 is the combustion chamber. The combustion chamber is provided as the space between the top of the piston mechanism and the bottom surface of the cylinder head 1592 after the piston mechanism reaches the top dead center. The top dead center is the position where the top of the piston mechanism is farthest from the center of rotation of the crankshaft 1511. One end of the crankshaft 1511 is connected to the generator 16, and the generator 16 is driven to rotate by the crankshaft 1511 to provide power for the all-terrain vehicle 100, thereby driving the all-terrain vehicle 100 to travel.

[0061] As shown in Figure 6 The intake mechanism 1531 includes an intake manifold 1532 and a plurality of intake passages 1533, the intake manifold 1532 is connected to the cylinder head 1592, the intake manifold 1532 is used to absorb fresh air and distribute fresh air to different intake passages 1533, and the air flow distributed to different intake passages 1533 can be substantially the same through the intake manifold 1532, thereby improving the working efficiency of the engine 15.

[0062] As shown in Figures 7 and 8As shown, when the intake manifold 1532 is connected to the cylinder head 1592, a first groove 1592b, a second groove 1592c, and a first seal 1596 are provided on the intake manifold 1532 to prevent fresh air and / or combustible mixture from leaking from the connection between the intake manifold 1532 and the cylinder head 1592, thereby improving the overall sealing performance of the engine 15. The first groove 1592b is provided on the intake manifold 1532 and is arranged around the intake hole of one of the intake passages 1533 on the cylinder head 1592. The second groove 1592c is provided on the intake manifold 1532, with one end of the second groove 1592c communicating with the first groove 1592b and the other end of the second groove 1592c extending through the intake manifold 1532 and communicating with the outside world. As an implementation method, a number of first limiting protrusions (not shown) are provided on the first groove 1592b. When the first seal 1596 is set in the first groove 1592b, the first limiting protrusions squeeze the first seal 1596, thereby increasing the mutual force between the first seal 1596 and the first groove 1592b, thereby improving the firmness of the first seal 1596 in the first groove 1592b and preventing the first seal 1596 from falling off from the first groove 1592b. As another implementation method, a second limiting protrusion 1596a is provided on the first seal 1596. When the first seal 1596 is set in the first groove 1592b, the second limiting protrusion 1596a squeezes the first groove 1592b, thereby increasing the mutual force between the first seal 1596 and the first groove 1592b, thereby improving the firmness of the first seal 1596 set in the first groove 1592b and preventing the first seal 1596 from falling off from the first groove 1592b.

[0063] like Figure 8 and Figure 9As shown, the first seal 1596 is substantially annular, and the profile of the first seal 1596 is substantially consistent with the shape of the first groove 1592b. The first seal 1596 is formed with a first limiting portion 1596b. When the first seal 1596 is arranged in the first groove 1592b, the first limiting portion 1596b is at least partially arranged in the second groove 1592c, and at least part of the first limiting portion 1596b extends along the second groove 1592c to the outside of the intake manifold 1532, and the length of the first limiting portion 1596b exposed outside the intake manifold 1532 is L1. As an implementation form, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 4 mm and less than or equal to 12 mm. Further, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 4.5 mm and less than or equal to 11 mm. More specifically, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 5 mm and less than or equal to 10 mm. Through the above arrangement, the first limiting portion 1596b can serve as an obvious assembly mark to prevent missing the first seal 1596 during assembly, and at least part of the first limiting portion 1596b is exposed outside the intake manifold 1532, so that when the maintenance personnel disassemble the first seal 1596, the first limiting portion 1596b exposed outside the cylinder head 1592 can be held to take out the first seal 1596 from the second groove 1592c. Thus, the difficulty of disassembling the first seal 1596 during disassembly is reduced.

[0064] As an implementation form, when the number of intake passages 1533 is multiple, the number of first grooves 1592b is substantially the same as the number of intake passages 1533, and the number of first seals 1596 is substantially the same as the number of intake passages 1533, thereby improving the air tightness of the engine 15 and preventing gas leakage inside the engine 15. Specifically, adjacent two first seals 1596 can be connected to each other, or adjacent two first seals 1596 can be integrally formed, thereby reducing the assembly time of disassembling the first seal 1596, and avoiding the problem of missing the first seal 1596 during assembly. As another implementation form, when the number of intake passages 1533 is multiple, the number of first grooves 1592b is substantially the same as the number of intake passages 1533, and each first seal 1596 can be arranged in a first groove 1592b. Through the above arrangement, the economy of the first seal 1596 is improved.

[0065] It can be understood that when the intake manifold 1532 is connected to the cylinder head 1592, the first limit portion 1596b extending to the outside of the cylinder head 1592 allows maintenance personnel to quickly find out whether the first seal 1596 is missing, thereby improving the convenience of checking whether the engine 15 is assembled properly.

[0066] like Figure 10 As shown, as an implementation, the intake mechanism 1531 is used to deliver fresh air and / or a combustible mixture into the combustion chamber, providing a power source for the operation of the engine 15. The intake mechanism 1531 also includes an intake passage 1533 and a fuel injection assembly (not shown). The intake passage 1533 is at least partially disposed in the first receiving space 1592a and is disposed between the combustion chamber and the intake manifold 1532. Fuel and air are mixed in the intake passage 1533 to form a combustible mixture. The intake passage 1533 includes a first intake passage 1533a, a second intake passage 1533b, and a third intake passage 1533c. The first intake channel 1533a is connected to the second intake channel 1533b, which is in turn connected to the third intake channel 1533c. The second and third intake channels 1533b and 1533c serve as branches of the first intake channel 1533a, and their structures are substantially identical. Specifically, one end of the second intake channel 1533b is connected to the first intake channel 1533a, while the other end is connected to the combustion chamber. One end of the third intake channel 1533c is connected to the first intake channel 1533a, while the other end is connected to the combustion chamber. The first intake channel 1533a collects air transmitted from the intake manifold 1532 to the intake channel 1533 and distributes it substantially evenly to the second and third intake channels 1533b and 1533c.

[0067] As an implementation, a first fuel injection hole 1533d and a second fuel injection hole 1533e are formed at one end of the first air intake passage 1533a. The structures of the first fuel injection hole 1533d and the second fuel injection hole 1533e are substantially identical, and the first fuel injection hole 1533d and the second fuel injection hole 1533e are substantially circular. The distance between the center of the first fuel injection hole 1533d and the center of the second fuel injection hole 1533e is a first center-to-center distance D1, which is greater than or equal to 25 mm and less than or equal to 50 mm. Furthermore, the first center-to-center distance D1 is greater than or equal to 33.3 mm and less than or equal to 40.7 mm. More specifically, the first center-to-center distance D1 is 37 mm. In this embodiment, the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism. The first fuel injection mechanism is at least partially disposed in the first fuel injection hole 1533d, and the second fuel injection mechanism is at least partially disposed in the second fuel injection hole 1533e. The fuel injection assembly atomizes the fuel into a fuel stream, which is then injected into the intake passage 1533. The fuel stream injected by the first fuel injection mechanism mixes with air through the first intake passage 1533a to form a combustible mixture, which is then delivered to the combustion chamber along the second intake passage 1533b. Simultaneously, the fuel stream injected by the second fuel injection mechanism mixes with air through the first intake passage 1533a to form a combustible mixture, which is then delivered to the combustion chamber along the third intake passage 1533c. This arrangement improves the atomization of the fuel, enhances the accuracy of the fuel injection mechanism's coverage, and improves the combustion efficiency of the combustible mixture.

[0068] like Figure 11 As shown, as one implementation, a second air inlet 1533g is formed at the end of the second air inlet passage 1533b near the combustion chamber, and a third air inlet 1533f is formed at the end of the third air inlet passage 1533c near the combustion chamber. The second air inlet 1533g and the third air inlet 1533f have substantially identical structures and are substantially circular. The distance between the second air inlet 1533g and the third air inlet 1533f is a second center-to-center distance D2. Furthermore, the first center-to-center distance D1 and the second center-to-center distance D2 are substantially equal. This improves the fuel coverage in the air inlet passage 1533, ensuring thorough mixing of the fuel and air.

[0069] An equivalent aperture of the second intake port 1533g is D3, and a length of the cylinder bore 1593b extending along a radial direction of the cylinder bore 1593b is D4. In the present embodiment, a cross section of the second intake port 1533g is approximately circular, and in order to better describe a correlation between a size of the second intake port 1533g and a size of the cylinder bore 1593b, an actual size of the second intake port 1533g is defined by a ratio relationship between the equivalent aperture D3 of the second intake port 1533g and the length D4 of the cylinder bore 1593b. That is, a cross sectional area of the second intake port 1533g is taken as a circular area, and the equivalent aperture D3 of the second intake port 1533g is calculated according to a calculation formula of the circular area. The equivalent aperture of the second intake port 1533g satisfies the following relationship: D3 = V(A / π). The cross sectional area of the second intake port is A. As an implementation manner, the ratio between the equivalent aperture D3 of the second intake port 1533g and the length D4 of the cylinder bore is greater than or equal to 0.33 and less than or equal to 0.47. Further, the ratio between the equivalent aperture D3 of the second intake port 1533g and the length D4 of the cylinder bore is greater than or equal to 0.35 and less than or equal to 0.44. More specifically, the ratio between the equivalent aperture D3 of the second intake port 1533g and the length D4 of the cylinder bore is greater than or equal to 0.37 and less than or equal to 0.42. Through the above setting, a coverage of fuel in the intake passage 1533 is improved, and fuel and air are fully mixed.

[0070] It can be understood that, by arranging the first oil injection hole 1533d and the second oil injection hole 1533e in the intake passage 1533, and arranging the first oil injection mechanism at the first oil injection hole 1533d and the second oil injection mechanism at the second oil injection hole 1533e, a coverage of an oil jet of the oil injection assembly is improved, air and fuel are fully mixed, and fuel economy and combustion efficiency of the combustible mixture are improved.

[0071] As Figure 12As shown, as an implementation, cylinder head 1592 may further be provided with multiple first mounting holes 1592f for mounting the fuel injection mechanism. Specifically, cylinder head 1592 is provided with a predetermined area 1592d, and first mounting holes 1592f are disposed within predetermined area 1592d. Several first mounting holes 1592f collectively constitute a mounting area 1592e for accommodating the fuel injection mechanism, wherein mounting area 1592e is at least partially disposed within predetermined area 1592d. Furthermore, the structures of the several first mounting holes 1592f are substantially identical. The first mounting holes 1592f extend along their radial direction by a length L2, while the predetermined area 1592d extends along the first straight line 103 by a length L3. As an implementation, the ratio of the length L3 of predetermined area 1592d to the length L2 of the first mounting holes 1592f is greater than or equal to 3.3 and less than or equal to 5. Furthermore, the ratio of the length L3 of the predetermined area 1592d to the length L2 of the first mounting hole 1592f is greater than or equal to 3.7 and less than or equal to 4.6. More specifically, the ratio of the length L3 of the predetermined area 1592d to the length L2 of the first mounting hole 1592f is equal to 4.1. This configuration enhances the flexibility of the layout of the engine 15, allowing the cylinder head 1592 to accommodate different specifications and different numbers of injection assemblies without changing its structure.

[0072] As an implementation, on a second projection plane perpendicular to first mounting hole 1592f (not shown), the projected area of ​​first mounting hole 1592f along its axis on the second projection plane is S3, and the projected area of ​​preset area 1592d along the axis of first mounting hole 1592f on the second projection plane is S4. The ratio of projected area S3 of first mounting hole 1592f to projected area S4 of preset area 1592d is greater than or equal to 0.08 and less than or equal to 0.2. Furthermore, the ratio of projected area S3 of first mounting hole 1592f to projected area S4 of preset area 1592d is greater than or equal to 0.1 and less than or equal to 0.16. More specifically, the ratio of projected area S3 of first mounting hole 1592f to projected area S4 of preset area 1592d is 0.13. This arrangement enhances the flexibility of engine 15 layout, allowing cylinder head 1592 to accommodate different fuel injection assemblies without changing its structure.

[0073] In this embodiment, the length of the mounting area 1592e extending along the first straight line 103 is L4. As an implementation, the ratio of the length L4 of the mounting area 1592e to the length L3 of the preset area 1592d is greater than or equal to 0.81 and less than or equal to 1. Furthermore, the ratio of the length L4 of the mounting area 1592e to the length L3 of the preset area 1592d is greater than or equal to 0.86 and less than or equal to 0.96. More specifically, the ratio of the length L4 of the mounting area 1592e to the length L3 of the preset area 1592d is equal to 0.91. This configuration enhances the flexibility of the engine 15's layout, allowing the cylinder head 1592 to accommodate a single injection mechanism or multiple injection mechanisms without changing its structure. This allows the engine 15 to be used in various all-terrain vehicles 100 or other vehicles.

[0074] In this embodiment, the length of the predetermined area 1592d extending perpendicularly to the first straight line 103 is the width L5 of the predetermined area 1592d, and the width of the predetermined area 1592d is parallel to the cross-section of the first mounting hole 1592f. As an implementation, the ratio of the width L5 of the predetermined area 1592d to the length L3 of the predetermined area 1592d is greater than or equal to 0.27 and less than or equal to 0.42. Furthermore, the ratio of the width L5 of the predetermined area 1592d to the length L3 of the predetermined area 1592d is greater than or equal to 0.31 and less than or equal to 0.28. More specifically, the ratio of the width L5 of the predetermined area 1592d to the length L3 of the predetermined area 1592d is equal to 0.34. This configuration enhances the flexibility of the engine 15's layout, allowing the cylinder head 1592 to accommodate injection assemblies of varying specifications and layouts without changing its structure.

[0075] Continue to refer Figure 12 , the center distance between two adjacent first mounting holes 1592f is L6. As an implementation method, the ratio of the center distance L6 to the length L3 of the preset area 1592d is greater than or equal to 0.23 and less than or equal to 0.36. Furthermore, the ratio of the center distance L6 to the length L3 of the preset area 1592d is greater than or equal to 0.26 and less than or equal to 0.33. More specifically, the ratio of the center distance L6 to the length L3 of the preset area 1592d is equal to 0.29. Through the above arrangement, the flexibility of the layout of the engine 15 is improved, so that the cylinder head 1592 can adapt to injection assemblies of different specifications and different layouts without changing its own structure.

[0076] It can be understood that through the preset area 1592d on the cylinder head 1592, the installation area 1592e can be processed according to different situations, so as to achieve compatibility with the cylinder head 1592 with different injection components.

[0077] like Figures 13 to 15 As shown, cylinder head cover 1591 includes a first cover 1591a and a second cover 1591b. When cylinder head cover 1591 is connected to cylinder head 1592, second cover 1591b is positioned between first cover 1591a and cylinder head 1592, and first cover 1591a and second cover 1591b are fixedly connected. First cover 1591a seals one end of engine 15. First cover 1591a and second cover 1591b together form the oil-gas separation mechanism of engine 15. Furthermore, a fourth air intake port 1591m is formed at one end of cylinder head cover 1591, through which the combustible mixture enters cylinder head cover 1591. A first exhaust port 1591k is formed at the other end of cylinder head cover 1591, through which the combustible mixture exits cylinder head cover 1591.

[0078] When the engine is working, the combustible mixture in the combustion chamber burns and produces a gas blowby phenomenon, wherein the gas blowby phenomenon refers to at least part of the combustible mixture leaking into the crankcase along the gap between the cylinder hole and the piston mechanism, causing the air pressure inside the crankcase 1594 to increase, thereby causing the combustible mixture in the crankcase 1594 to be sent into the cylinder head cover 1591 along the third storage space 1594a, the second storage space 1593a, and the first storage space 1592a in turn.

[0079] The present application separates lubricating oil from the combustible mixture through a cylinder head cover 1591. The cylinder head cover 1591 includes a first-type baffle 1591c, a second-type baffle 1591d, and a third-type baffle 1591e. The first-type baffle 1591c is positioned near the fourth air intake port 1591m, the third-type baffle 1591e is positioned near the first exhaust port 1591k, and the second-type baffle 1591d is positioned between the first-type baffle 1591c and the third-type baffle 1591e. Furthermore, the first-type baffle 1591c and the cylinder head cover 1591 are integrally formed, with the first-type baffle 1591c being at least partially positioned on the first cover 1591a and also at least partially positioned on the second cover 1591b. The first-type baffle 1591c is generally configured in a fishbone shape and has multiple branching structures. Specifically, a plurality of guide channels 1591f are formed between the first-type baffles 1591c. When the combustible mixture enters the cylinder head cover 1591, it flows along the guide channels 1591f to the second-type baffles 1591d. More specifically, the first-type baffles 1591c and the guide channels 1591f together constitute a first separation mechanism in the cylinder head cover 1591 for separating lubricating oil. In this embodiment, the first separation mechanism is used to separate a first volume of lubricating oil from the combustible mixture, where the first volume of lubricating oil refers to lubricating oil with larger particles in the combustible mixture.

[0080] As an implementation, when the combustible mixture passes through guide channel 1591f, at least a portion of the first volume of lubricating oil in the combustible mixture strikes the bifurcation of the first baffle 1591c and is separated from the combustible mixture. Furthermore, a first oil return hole 1591g is formed on the second cover 1591b, disposed between the first baffle 1591c and the second baffle 1591d. The separated lubricating oil converges in the first oil return hole 1591g, which is connected to the oil return channel. The lubricating oil in the first oil return hole 1591g converges into the oil storage space 1595a through the oil return channel. When the combustible mixture passes through guide channel 1591f, at least a portion of the first volume of lubricating oil in the combustible mixture strikes the second baffle 1591d and is separated from the combustible mixture. The separated lubricating oil converges into the first oil return hole 1591g and converges into the oil storage space 1595a along the oil return channel.

[0081] As an implementation, the second-type baffle 1591d is disposed on the second cover 1591b and is fixedly connected to the second cover 1591b. The fixed connection may be welding, or the second-type baffle 1591d and the second cover 1591b may be integrally formed, or the second-type baffle 1591d and the second cover 1591b may be detachably connected. Furthermore, the second-type baffle 1591d is provided with a plurality of first through holes 1591h, the number of which can be adjusted based on actual conditions. When the combustible mixture passes through the second-type baffle 1591d, the combustible mixture passes through the first through holes 1591h, which are used to increase the flow velocity of the combustible mixture. The accelerated combustible mixture impacts the third-type baffle 1591e. The second separation mechanism is formed by the cooperation of the second type baffle 1591d and the third type baffle 1591e, and the second separation mechanism is used to separate the second volume of lubricating oil in the combustible mixture gas, wherein the second volume of lubricating oil refers to the lubricating oil with smaller particles in the combustible mixture gas, and the first volume of the lubricating oil is greater than the second volume of the lubricating oil.

[0082] The third type baffle 1591e is at least partially disposed on the first cover 1591a, and the third type baffle 1591e and the first cover 1591a are integrally formed. An oil return gap is formed between the third type baffle 1591e and the second type baffle 1591d. Specifically, on a first straight line 103 parallel to the rotation center direction of the crankshaft 1511, the length of the oil return gap extending along the first straight line 103 is D5. As an implementation method, the length D5 of the oil return gap is greater than or equal to 3.2 mm and less than or equal to 6 mm. Furthermore, the length D5 of the oil return gap is greater than or equal to 3.6 mm and less than or equal to 5.5 mm. More specifically, the length D5 of the oil return gap is greater than or equal to 4 mm and less than or equal to 5 mm. Through the above-mentioned arrangement, the separation effect of the second separation mechanism is improved, thereby increasing the economy of the engine 15.

[0083] It can be understood that by providing the first separation mechanism and the second separation mechanism, the separation effect of the oil-gas separation mechanism is improved, thereby increasing the economy of the engine 15.

[0084] As an implementation, a second oil return hole 1591j is also formed in the second cover 1591b. This second oil return hole 1591j is located between the third baffle 1591e and the first exhaust port 1591k. After passing through the first through hole 1591h and the oil return gap, the lubricating oil strikes the third baffle 1591e and is separated from the combustible mixture. The separated lubricating oil then converges into the second oil return hole 1591j. Furthermore, the second oil return hole 1591j is connected to the oil return passage, and the lubricating oil in the second oil return hole 1591j converges along the oil return passage into the oil storage space 1595a. Furthermore, a second seal (not shown) is provided within the second oil return hole 1591j to prevent the lubricating oil in the oil return passage from flowing back into the cylinder head cover 1591. The second head cover 1591b is also formed with an avoidance piece, which is recessed into the cylinder head cover 1591 and is used to avoid components on the cylinder head 1592, thereby providing layout space for the components on the cylinder head 1592.

[0085] As will be appreciated, when the combustible mixture enters the cylinder head cover 1591 through the fourth intake port 1591m, it flows through the guide passages 1591f, where it passes through the first baffle 1591c, separating the first volume of lubricating oil from the combustible mixture. The combustible mixture then flows through the second baffle 1591d, where it separates the first volume of lubricating oil. Furthermore, the combustible mixture is accelerated through the first through-hole 1591h, where it strikes the third baffle 1591e, separating the second volume of lubricating oil from the combustible mixture. The combustible mixture then exits the cylinder head cover 1591 through the first exhaust port 1591k. This arrangement enhances the separation of lubricating oil from the combustible mixture, thereby enabling the circulation of lubricating oil within the engine 15, improving the engine's fuel economy, reducing lubricating oil consumption, and optimizing emissions.

[0086] like Figure 16 As shown, the intake mechanism 1531 also includes an air filter 1531a and an air supply channel. Specifically, the air supply channel can be configured as a detachably connected vent pipe 1531b. Vent pipe 1531b can be constructed from a rubber hose material to enhance its layout flexibility. Vent pipe 1531b can also be constructed from a metal tube material to reduce the space occupied by the intake mechanism 1531 on the engine 15. One end of the air filter 1531a is connected to the throttle mechanism, while the other end is connected to the outside world. Air filter 1531a is used to filter impurities and moisture from the air to prevent them from entering the engine 15 and causing damage.

[0087] As an implementation, the air intake mechanism 1531 further comprises an air intake manifold 1532, and a second air inlet 1532c is formed on the air intake manifold 1532. A first exhaust port 1591k is formed on the cylinder head cover 1591, and the first exhaust port 1591k is used to exhaust the combustible mixture after the lubricating oil is separated from the cylinder head cover 1591. Further, one end of the air pipe 1531b is connected to the first exhaust port 1591k, and the other end of the air pipe 1531b is connected to the air intake manifold 1532 through the second air inlet 1532c. When the combustible mixture is exhausted from the first exhaust port 1591k, it enters the second air inlet 1532c along the air pipe 1531b and is transported to the air intake manifold 1532. Thus, the combustible mixture after the lubricating oil is separated is prevented from being exhausted from the air pipe 1531b and entering the air filter 1531a to wet the filter element arranged in the air filter 1531a. By the above arrangement, the combustible mixture is re-transported to the air intake manifold 1532 for secondary combustion, thereby improving the economy of the engine 15.

[0088] As an implementation, the air filter 1531a further comprises a connecting pipe 1531c, and the air filter 1531a is connected to the throttle valve mechanism through the connecting pipe 1531c. Further, the air pipe 1531b is arranged away from the connecting pipe 1531c, so that the combustible mixture after the lubricating oil is separated is prevented from being exhausted from the air pipe 1531b and entering the air filter 1531a to wet the filter element arranged in the air filter 1531a.

[0089] As another implementation, the second air inlet 1532c can also be arranged on the connecting pipe 1531c. One end of the air pipe 1531b is connected to the first exhaust port 1591k, and the other end of the air pipe 1531b is connected to the connecting pipe 1531c. When the combustible mixture is exhausted from the first exhaust port 1591k, it enters the connecting pipe 1531c along the air pipe 1531b and sequentially passes through the throttle valve mechanism, the air intake manifold 1532, and finally enters the engine 15 for secondary combustion. By the above arrangement, the filter element is prevented from being wetted by the combustible mixture after separation, and the replacement period of the filter element is reduced. It can be understood that one end of the gas conveying passage can be arranged at any position between the tank of the air filter 1531a and the air intake manifold 1532, and the second air inlet 1532c is arranged on the air intake manifold 1532, the throttle valve mechanism, or the connecting pipe 1531c, so that the second air inlet 1532c is away from the filter element, the filter element is prevented from being wetted by the combustible mixture after separation, and the replacement period of the filter element is reduced.

[0090] It can be understood that when the combustible mixture gas passing through the oil-gas separation mechanism is discharged from the cylinder head cover 1591, the combustible mixture gas further contains at least part of the fuel, air and water vapor, by re- introducing the combustible mixture gas into the intake manifold 1532, the combustion efficiency of the combustible mixture gas is improved, thereby improving the economy of the engine 15 and the effectiveness of resource utilization. By setting one end of the air pipe 1531b away from one end of the air filter 1531a, the filter element is prevented from being wetted by water vapor, thereby reducing the replacement cycle of the filter element.

[0091] As shown in Figure 17 and Figure 18 As an implementation manner, the cooling system 157 includes a first cooling jacket 1571. Further, the first cooling jacket 1571 is arranged in the cylinder head 1592 in a cast structure, and the first cooling jacket 1571 is arranged around the intake and exhaust mechanism 153, thereby achieving the effect of reducing the temperature of the intake and exhaust mechanism 153. Specifically, the exhaust passage 1534a is arranged on one side of the first cooling jacket 1571, and the exhaust passage 1534a is arranged on the other side of the first cooling jacket 1571. More specifically, the exhaust passage 1534a includes a first exhaust passage 1534b and a second exhaust passage 1534c.

[0092] As an implementation manner, the first cooling jacket 1571 includes a first passage 1571a and a second passage 1571b, and further, the second passage 1571b is communicated with the first passage 1571a. The first passage 1571a is arranged at least partially around the intake passage 1533, and the cooling liquid flows in the first passage 1571a, thereby achieving the effect of cooling the intake passage 1533. The first passage 1571a is also arranged at least partially around the exhaust passage 1534a, and the cooling liquid flows in the first passage 1571a, thereby achieving the effect of cooling the exhaust passage 1534a. Specifically, the second passage 1571b is arranged on the side of the first cooling jacket 1571 close to the exhaust mechanism 1534, and the first passage 1571a and the second passage 1571b are cooperatively arranged around the exhaust passage 1534a. By making the cooling liquid flow in the second passage 1571b, the effect of improving the cooling of the first cooling jacket 1571 to the exhaust passage 1534a is achieved. More specifically, the second passage 1571b is arranged between the first exhaust passage 1534b and the second exhaust passage 1534c. By cooperation of the first passage 1571a and the second passage 1571b, the contact area between the first cooling jacket 1571 and the exhaust passage 1534a is increased, the cooling effect of the first cooling jacket 1571 to the exhaust passage 1534a is improved, and damage to the side of the engine 15 close to the exhaust passage 1534a is avoided.

[0093] As an implementation method, the first cooling water jacket 1571 also includes a first water inlet 1571c and a first water outlet 1571d. Furthermore, the first water inlet 1571c is arranged at the edge of the first cooling water jacket 1571, and the first water inlet 1571c is arranged around the first cooling water jacket 1571. Specifically, the first water inlet 1571c is at least partially arranged in the first channel 1571a, and the first water inlet 1571c is also at least partially arranged in the second channel 1571b. By separately providing a channel for coolant to enter in the second channel 1571b, the circulation effect of the coolant in the second channel 1571b is improved, thereby improving the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a. More specifically, the first water outlet 1571d is connected to the first channel 1571a. On a first straight line 103 parallel to the rotation center direction of the crankshaft 1511 , the first cooling water jacket 1571 basically extends along the first straight line 103 , and the first water outlet 1571 d is arranged at one end of the first cooling water jacket 1571 extending along the first straight line 103 .

[0094] As will be appreciated, when coolant enters the first cooling water jacket 1571 through the first water inlet 1571c, at least a portion of the coolant enters the second channel 1571b. This increases the contact area between the first exhaust channel 1534b and the first cooling water jacket 1571 through the second channel 1571b, and also increases the contact area between the second exhaust channel 1534c and the first cooling water jacket 1571 through the second channel 1571b. This optimizes the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a. Furthermore, the coolant in the second channel 1571b flows along the first channel 1571a to the first water outlet 1571d, and then exits the first cooling water jacket 1571.

[0095] like Figure 19 and Figure 20 As shown, cylinder head 1592 also includes an ignition channel 1592g, which is disposed between intake mechanism 1531 and exhaust mechanism 1534. As an implementation, ignition channel 1592g is disposed substantially parallel to first line 104, which is parallel to the axis of ignition mechanism 154, and extends through cylinder head 1592. The width of ignition channel 1592g gradually decreases from cylinder head 1592 to cylinder block 1593. When cylinder head 1592 is connected to cylinder block 1593, one end of ignition channel 1592g communicates with the combustion chamber. The end of ignition channel 1592g, away from cylinder block 1593, extends outward and forms a mating portion 1592h. Mating portion 1592h is integrally formed with cylinder head 1592.

[0096] As an implementation, the ignition mechanism 154 is at least partially disposed in the ignition channel 1592g. One end of the ignition mechanism 154 is at least partially disposed in the combustion chamber, and the other end of the ignition mechanism 154 is connected to the cylinder head 1592. When the ignition mechanism 154 is disposed in the ignition channel 1592g, a sealed space is formed within the ignition channel 1592g. The ignition mechanism 154 includes a spark plug 1541 and an ignition coil 1542. The spark plug 1541 is disposed in the ignition channel 1592g, with one end of the spark plug 1541 proximate to the combustion chamber, and the other end of the spark plug 1541 is connected to the ignition coil 1542. The ignition coil 1542 controls the spark plug 1541 to generate an electric spark, thereby igniting the combustible mixture in the combustion chamber. The ignition coil 1542 can be made of a rubber material to reduce the difficulty of assembling the ignition mechanism 154 when it is installed in the cylinder head 1592. The use of rubber material can also improve the airtightness and waterproofness of the ignition mechanism 154 when it is connected to the cylinder head 1592. When the ignition mechanism 154 is installed, the spark plug 1541 is placed in the ignition channel 1592g, so that the end of the ignition channel 1592g close to the combustion chamber is sealed by the spark plug 1541. The ignition coil 1542 is placed in the ignition channel 1592g and is sleeved onto the spark plug 1541. In this embodiment of the present application, a second connection hole 1542a is formed at the end of the ignition coil 1542 away from the spark plug 1541, and the ignition mechanism 1544 is fixedly connected to the cylinder head 1592 by fasteners and the second connection hole 1542a. The connection method between the ignition mechanism 154 and the cylinder head 1592 can adopt a single-point fixed connection method, wherein the single-point fixed connection refers to the ignition mechanism 154 being connected to the cylinder head 1592 through a fastener and a second connecting hole 1542a, thereby reducing the difficulty of disassembling the ignition mechanism 154; as another implementation method, the ignition mechanism 154 can also be connected to the cylinder head 1592 through multiple fasteners and several second connecting holes 1542a, thereby improving the stability of the ignition mechanism 154 set in the ignition channel 1592g, avoiding the ignition mechanism 154 from popping out of the ignition channel 1592g due to excessive air pressure in the ignition channel 1592g when the engine 15 is working, thereby improving the safety of the engine 15.

[0097] As an implementation, the ignition coil 1542 includes a second seal 1542b, a third seal 1542c, a fourth seal 1542d and a fifth seal 1542e. Specifically, the second seal 1542b is disposed around the ignition coil 1542, the second seal 1542b is substantially annular, and the second seal 1542b is disposed at an end of the ignition coil 1542 away from the spark plug 1541. The third seal 1542c and the fourth seal 1542d are substantially the same as the second seal 1542b, and the third seal 1542c and the fourth seal 1542d each have a gas guide hole formed therein. Specifically, the third seal 1542c is disposed between the second seal 1542b and the fourth seal 1542d, and the second seal 1542b, the third seal 1542c and the fourth seal 1542d collectively form a third exhaust passage 1542f. During installation of the ignition mechanism 154 in the ignition passage 1592g, gas in the ignition passage 1592g is discharged through the third exhaust passage 1542f, preventing excessive gas pressure in the ignition passage 1592g from damaging the ignition mechanism 154 during operation of the engine 15. More specifically, the gas guide hole of the second seal 1542b and the gas guide hole of the fourth seal 1542d are substantially aligned in the direction of the first straight line 104, and the gas guide hole of the third seal 1542c is disposed on the third seal 1542c away from the first gas guide hole or the third gas guide hole. By the above arrangement, the length of the third exhaust passage 1542f is increased, avoiding mud from entering the ignition passage 1592g during operation of the all-terrain vehicle 100, and prolonging the service life of the various components of the engine 15. It will be appreciated that when the ignition mechanism 154 is disposed in the ignition passage 1592g, gas in the ignition passage 1592g can enter the third exhaust passage 1542f through the gas guide hole of the fourth seal 1542d, and exit the ignition passage 1592g through the gas guide hole of the second seal 1542b.

[0098] When the ignition mechanism 154 is arranged in the ignition passage 1592g, the edge of the second seal 1542b presses the inner wall of the ignition passage 1592g, and the second seal 1542b and the ignition passage 1592g are in interference fit. The second seal 1542b is made of rubber, so that the part of the second seal 1542b in contact with the ignition passage 1592g is deformed, causing the edge of the second seal 1542b to be compressed, and the compression amount of the edge of the second seal 1542b is R1. The compression amount of the edge of the third seal 1542c is substantially the same as the compression amount R1 of the edge of the second seal 1542b, and the compression amount of the edge of the fourth seal 1542d is substantially the same as the compression amount R1 of the edge of the second seal 1542b. As an implementation form, the compression amount R1 of the edge of the second seal 1542b is greater than or equal to 0.4 mm and less than or equal to 0.6 mm. Further, R1 is greater than or equal to 0.45 mm and less than or equal to 0.55 mm. More specifically, R1 is equal to 0.5 mm. Through the above arrangement, the airtightness of the ignition mechanism 154 arranged in the ignition passage 1592g is improved, preventing mud or dust from entering the ignition passage 1592g when the engine 15 is working. When the ignition mechanism 154 is arranged in the ignition passage 1592g, the air pressure in the ignition passage 1592g is substantially the same as the atmospheric pressure, preventing the air in the ignition passage 1592g from expanding after being heated, causing the ignition mechanism 154 to pop out of the ignition passage 1592g, thereby avoiding damage to the second connecting hole 1542a.

[0099] The fifth seal 1542e is substantially umbrella-shaped, and when the ignition mechanism 154 is arranged in the ignition passage 1592g, the fifth seal 1542e is arranged around the fitting portion 1592h and the fitting portion 1592h abuts against the fifth seal 1542e. The fifth seal 1542e is made of rubber, so that the part of the fifth seal 1542e in contact with the fitting portion 1592h is deformed, causing the fifth seal 1542e to be compressed inward, and the compression amount of the inward side of the fifth seal 1542e is R2. As an implementation form, the compression amount R2 of the inward side of the fifth seal 1542e is greater than or equal to 0.4 mm and less than or equal to 0.6 mm. Further, the compression amount R2 of the inward side of the fifth seal 1542e is greater than or equal to 0.45 mm and less than or equal to 0.55 mm. More specifically, the compression amount R2 of the inward side of the fifth seal 1542e is equal to 0.5 mm. Through the above arrangement, the airtightness of the ignition mechanism 154 arranged in the ignition passage 1592g is improved, preventing mud or dust from entering the ignition passage 1592g when the engine 15 is working, and when the ignition mechanism 154 is arranged in the ignition passage 1592g, the air pressure in the ignition passage 1592g is substantially the same as the atmospheric pressure, preventing the air in the ignition passage 1592g from expanding after being heated, causing the ignition mechanism 154 to pop out of the ignition passage 1592g, thereby avoiding damage to the second connecting hole 1542a.

[0100] As an implementation, a second mounting hole 1592j and a third oil return hole 1592k are formed in the cylinder head 1592. The cylinder head 1592 is connected to the cylinder block 1593 via fasteners and the second mounting hole 1592j. Specifically, the cylinder head 1592 includes a first end surface and a second end surface. The first end surface is located on the side of the cylinder head 1592 proximate to the cylinder head cover 1591, and the second end surface is located on the side of the cylinder head 1592 proximate to the cylinder block 1593. One end of the second mounting hole 1592j communicates with the first end surface, and the other end of the second mounting hole 1592j communicates with the second end surface. The number of third oil return holes 1592k is less than or equal to the number of second mounting holes 1592j. It is understood that the number of third oil return holes 1592k is at least one. Specifically, third oil return hole 1592k is positioned near second mounting hole 1592j and is connected to second mounting hole 1592j near one end of cylinder block 1593, forming a through-hole. Specifically, when cylinder head 1592 is connected to cylinder block 1593 via a fastener, the fastener is positioned near the through-hole, and lubricating oil enters third oil return hole 1592k and flows into the oil return channel along the gap between the through-hole and the fastener. Lubricating oil accumulated on the first end surface of cylinder head 1592 is collected and transported through third oil return hole 1592k, where it flows through third oil return hole 1592k and into the oil return channel. The number of third oil return holes 1592k can be adjusted based on actual conditions to meet the oil return efficiency of engine 15 and reduce the processing cost of engine 15.

[0101] As an implementation, a reinforcing rib 1592m is formed in the third oil return hole 1592k. Specifically, the reinforcing rib 1592m is integrally formed with the cylinder head. Furthermore, on a first straight line 103 parallel to the rotational center of the crankshaft 1511, the reinforcing rib 1592m extends substantially perpendicular to the first straight line 103. When a fastener is positioned in the second mounting hole 1592j, the reinforcing rib 1592m enhances the structural strength of the second mounting hole 1592j. When the fastener is positioned in the second mounting hole 1592j, the reinforcing rib 1592m prevents excessive tension on the second mounting hole 1592j, which could damage the cylinder head 1592. The width D7 of the reinforcing rib 1592m is distributed in a direction substantially parallel to the first straight line 103. As an implementation, the width D7 of the reinforcing rib 1592m is greater than or equal to 3.2 mm and less than or equal to 4.8 mm. Furthermore, the width D7 of the reinforcing rib 1592m is greater than or equal to 3.6 mm and less than or equal to 4.4 mm. More specifically, the width D7 of the reinforcing rib 1592m is equal to 4 mm. Through the above arrangement, the structural strength of the second mounting hole 1592j is improved, and the lubricating oil can flow along the third oil return hole 1592k to form a circulation path.

[0102] When the fastener is connected to second mounting hole 1592j, it applies a force to second mounting hole 1592j along the radial direction of second mounting hole 1592j. This increases the wall thickness of second mounting hole 1592j, thereby ensuring the structural strength of cylinder head 1592 and preventing deformation of cylinder head 1592 caused by the force applied by the fastener. This prevents this force from affecting the structure of third oil return hole 1592k, thereby improving the service life of engine 15. Specifically, the wall thickness of second mounting hole 1592j is D8, distributed along the radial direction of second mounting hole 1592j. As an implementation, the wall thickness D8 of second mounting hole 1592j is greater than or equal to 5 mm and less than or equal to 7 mm. Furthermore, the wall thickness D8 of second mounting hole 1592j is greater than or equal to 5.3 mm and less than or equal to 6.7 mm. More specifically, the wall thickness D8 of second mounting hole 1592j is greater than or equal to 5.5 mm and less than or equal to 6.3 mm. Through the above arrangement, the structural strength of the third oil return hole 1592k is improved, and the space for arranging the engine 15 is saved, so that the arrangement between the various components is more compact, and the weight of the engine 15 is reduced.

[0103] like Figure 23 As shown, on a second straight line 104 parallel to the axial direction of the ignition mechanism 154, the distance D9 from the vertex of the through-hole to the first end face along the direction of the second straight line 104 is extended, wherein the vertex of the through-hole refers to the end point on the through-hole with the smallest distance from the first end face. As an implementation method, the distance D9 from the vertex of the through-hole to the first end face is greater than or equal to 20 mm and less than or equal to 44 mm. Furthermore, the distance D9 from the vertex of the through-hole to the first end face is greater than or equal to 18 mm and less than or equal to 40 mm. More specifically, the distance D9 from the vertex of the through-hole to the first end face is greater than or equal to 16 mm and less than or equal to 36 mm. Through the above arrangement, the structural strength of the third oil return hole 1592k is improved, and the space for the arrangement of the engine 15 is saved, making the arrangement between the various components more compact and reducing the weight of the engine 15.

[0104] like Figure 24 As shown, cooling system 157 further includes a second cooling water jacket 1572, which is at least partially disposed within cylinder block 1593. Second cooling water jacket 1572 is disposed substantially around cylinder bore 1593b and extends within cylinder block 1593 substantially along a second straight line 104 parallel to the axis of ignition mechanism 154. When the combustible mixture burns within cylinder block 1593, the temperature of cylinder block 1593 rises. This temperature is then reduced by second cooling water jacket 1572, thereby preventing damage to cylinder block 1593.

[0105] The second cooling water jacket 1572 includes a first fixing groove 1572a and a water jacket partition 1572b. The first fixing groove 1572a is set on the cylinder body 1593 and is used to fix the water jacket partition 1572b, so that the water jacket partition 1572b is fixed to the second cooling water jacket 1572 to prevent the water jacket partition 1572b from being displaced by the flow of coolant when the coolant flows in the second cooling water jacket 1572.

[0106] like Figure 25 As shown, the water jacket baffle 1572b is generally arc-shaped, increasing the contact area between the water jacket baffle 1572b and the coolant and facilitating its placement within the second cooling water jacket 1572. One end of the water jacket baffle 1572b is positioned within the first fixing groove 1572a, while its two side edges abut against the inner wall of the second cooling water jacket 1572 near the cylinder bore 1593b. This arrangement secures the water jacket baffle 1572b within the second cooling water jacket 1572, preventing displacement caused by the flow of coolant within the second cooling water jacket 1572. The water jacket baffle 1572b has a height H3 along the second straight line 104, and a depth H4 along the second straight line 104. As an implementation, the ratio of the height H3 of the water jacket baffle 1572b to the depth H4 of the second cooling water jacket 1572 is greater than or equal to 0.68 and less than or equal to 1. Furthermore, the ratio of the height H3 of the water jacket baffle 1572b to the depth H4 of the second cooling water jacket 1572 is greater than or equal to 0.76 and less than or equal to 0.94. More specifically, the ratio of the height H3 of the water jacket baffle 1572b to the depth H4 of the second cooling water jacket 1572 is equal to 0.85. This configuration changes the flow direction of the coolant within the second cooling water jacket 1572, stratifying the coolant and thereby improving the cooling effect on the cylinder block 1593.

[0107] As an implementation, the water jacket baffle 1572b is formed with a first waist-shaped hole 1572c and a second waist-shaped hole 1572d. When the water jacket baffle 1572b is disposed in the second cooling water jacket 1572, the first waist-shaped hole 1572c is substantially located above the second waist-shaped hole 1572d. The projected area S5 of the first waist-shaped hole 1572c on the first projection plane 105 along the first straight line 103 is the projected area S5 of the second waist-shaped hole 1572d on the first projection plane 105 along the first straight line 103. The projected area S6 of the second waist-shaped hole 1572d on the first projection plane 105 along the first straight line 103 is the projected area S7 of the water jacket baffle 1572b on the first projection plane 105 along the first straight line 103. As an implementation, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S6 of the second waist-shaped hole 1572d is greater than or equal to 2.4 and less than or equal to 3.6. Furthermore, the ratio of the projected area S5 of the first slender hole 1572c to the projected area S6 of the second slender hole 1572d is greater than or equal to 2.7 and less than or equal to 3.3. More specifically, the ratio of the projected area S5 of the first slender hole 1572c to the projected area S6 of the second slender hole 1572d is equal to 3. This arrangement changes the flow direction of the coolant within the second cooling water jacket 1572, stratifying the coolant and thereby improving the cooling effect of the cylinder block 1593.

[0108] As an implementation method, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket baffle 1572b is greater than or equal to 0.25 and less than or equal to 0.39. Furthermore, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket baffle 1572b is greater than or equal to 0.29 and less than or equal to 0.36. More specifically, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket baffle 1572b is equal to 0.32. Through the above-mentioned configuration, the flow direction of the coolant in the second cooling water jacket 1572 is changed, the coolant is stratified, and the cooling effect of the cylinder block 1593 is improved.

[0109] In this embodiment, the length of the first waist-shaped hole 1572c extending along the second straight line 104 is L7, and the length of the second waist-shaped hole 1572d extending along the second straight line 104 is L8. As an implementation, the ratio of the length L7 of the first waist-shaped hole 1572c to the length L8 of the second waist-shaped hole 1572d is greater than or equal to 2.4 and less than or equal to 3.6. Furthermore, the ratio of the length L7 of the first waist-shaped hole 1572c to the length L8 of the second waist-shaped hole 1572d is greater than or equal to 2.7 and less than or equal to 3.3. More specifically, the ratio of the length L7 of the first waist-shaped hole 1572c to the length L8 of the second waist-shaped hole 1572d is equal to 3.

[0110] like Figure 26 and Figure 27As shown, as an implementation, the crankshaft-connecting rod mechanism 151 further includes a balancing weight 1513 and a crankshaft signal disk 1514. Specifically, the balancing weight 1513 is connected to the crankshaft 1511. The rotation of the crankshaft 1511 drives the balancing weight 1513 to rotate around the crankshaft 1511, thereby reducing vibration generated during operation of the engine 15. The crankshaft signal disk 1514 is connected to the crankshaft 1511 via the balancing weight 1513, so that the crankshaft signal disk 1514 rotates synchronously with the crankshaft 1511, thereby reducing the space occupied by the crankshaft signal disk 1514 within the engine 15.

[0111] As an implementation, crankshaft signal disc 1514 is connected to balance weight 1513 via fasteners. Specifically, crankshaft signal disc 1514 is stamped, thereby reducing the production cost of crankshaft signal disc 1514. Crankshaft signal disc 1514 is generally annular and has a first hole 1514a and a second hole 1514b formed around it. Furthermore, several connecting portions (not shown) are formed on balance weight 1513 near crankshaft signal disc 1514. A second stopper 1513a is also formed on the balancing weight 1513 near the crankshaft signal disk 1514. The edge of the second stopper 1513a is generally arc-shaped, and the contour of the edge of the second stopper 1513a is substantially aligned with the contour of the inner edge of the crankshaft signal disk 1514. This allows the crankshaft signal disk 1514 to abut against the second stopper 1513a, preventing displacement of the crankshaft signal disk 1514 during rotation and thereby reducing the impact on the accuracy of signal collection by the crankshaft signal disk 1514. When the crankshaft signal disk 1514 is connected to the balancing weight 1513, the axis of the first hole 1514a and the axis of the connecting portion substantially coincide. The connecting portion is at least partially disposed in the first hole 1514a, and the crankshaft signal disk 1514 is attached to the balancing weight 1513 using fasteners.

[0112] As an implementation, by providing a plurality of second holes 1514b on the crankshaft signal disk 1514, the weight of the crankshaft signal disk 1514 is reduced, and the production cost of the crankshaft signal disk 1514 is lowered. On a projection plane 105 perpendicular to the axis of the crankshaft signal disk 1514, the projected area of ​​the second holes 1514b along the axis of the second holes 1514b on the projection plane 105 is S8, and the projected area of ​​the crankshaft signal disk 1514 along the axis of the second holes 1514b on the projection plane 105 is S9. As an implementation, the ratio of the projected area S8 of the second holes 1514b to the projected area S9 of the crankshaft signal disk 1514 is greater than or equal to 0.16 and less than or equal to 0.28. Furthermore, the ratio of the projected area S8 of the second holes 1514b to the projected area S9 of the crankshaft signal disk 1514 is greater than or equal to 0.19 and less than or equal to 0.25. More specifically, the ratio of the projected area S8 of the second hole 1514b to the projected area S9 of the crankshaft signal plate 1514 is equal to 0.22. With the above arrangement, the weight of the crankshaft signal plate 1514 is reduced, thereby saving space for the overall layout of the engine 15.

[0113] Furthermore, the projected area S10 formed by the crankshaft signal disc 1514 along its axis on the projection plane 105 is defined as follows. As an implementation, the ratio of the projected area S9 of the crankshaft signal disc 1514 to the projected area S10 formed by the crankshaft signal disc 1514 is greater than or equal to 0.25 and less than or equal to 0.41. Furthermore, the ratio of S9 to S10 is greater than or equal to 0.29 and less than or equal to 0.37. More specifically, the ratio of S9 to S10 is 0.33. This configuration reduces the weight of the crankshaft signal disc 1514, thereby conserving space for the overall layout of the engine 15.

[0114] As an implementation method, the crankshaft signal disc 1514 is formed with substantially continuous signal teeth around its periphery. The crankshaft signal disc 1514 is provided with at least 72 signal teeth, wherein the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 5°. Furthermore, the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 4°. More specifically, the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 3°. Through the above-mentioned arrangement, the accuracy of the signal collected by the crankshaft signal disc during crankshaft rotation is improved, thereby improving the working accuracy of the ignition mechanism, increasing the working efficiency of the engine, and improving the economy of the all-terrain vehicle.

[0115] As an implementation method, when the engine 15 is operating, the rotation cycle of the crankshaft 1511 is detected by the crankshaft signal disk 1514. That is, when the engine 15 completes a cycle of work, exhaust, intake, and compression, the first controller 171 controls the ignition mechanism 154 to ignite, thereby realizing the next cycle of work, exhaust, intake, and compression. Through the above-mentioned settings, the ignition node of the engine 15 is controlled. It can be understood that by providing at least 72 signal teeth on the crankshaft signal disk 1514, the accuracy of the signal acquisition of the first controller 171 is improved, and the ring gear signal disk is integrated on the balance block 1513, which saves the overall layout space of the engine 15.

[0116] like Figures 28 to 30 As shown, as an implementation method, a plurality of sealant collecting grooves 1598 for collecting sealant are formed on the outer housing assembly 159 of the engine 15. The outer housing assembly 159 includes, in order of connection, a cylinder head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594, and an oil pan 1595. Specifically, the cylinder head cover 1591 is connected to the cylinder head 1592 by fasteners and sealant. The outer housing assembly 159 also includes a plurality of connecting surfaces 107, which are arranged substantially parallel to each other. Specifically, when the cylinder head cover 1591 and the cylinder head 1592 are connected, the connecting surface 107 is formed between the cylinder head cover 1591 and the cylinder head 1592. The glue-containing groove 1598 can be provided on one side of the connecting surface 107, or on the other side of the connecting surface 107, that is, the glue-containing groove 1598 can be at least partially provided on the cylinder head cover 1591, or the glue-containing groove 1598 can be at least partially provided on the cylinder head 1592. Further, the outer shell assembly 159 includes a first position for adding sealant and a second position for not adding sealant, and the glue-containing groove 1598 is at least partially provided on one side of the first position. When the cylinder head cover 1591 is connected to the cylinder head 1592, the first position is provided substantially around the cylinder head cover 1591 and the cylinder head 1592, and the glue-containing groove 1598 is provided on one side of the accommodation space formed by the outer shell assembly 159 at the first position. Through the above arrangement, when the cylinder head cover 1591 is connected to the cylinder head 1592, the sealant at the first position is squeezed, and the squeezed and overflowed sealant is gathered in the seal containing groove 1598, thereby improving the sealing of the engine 15, and preventing the sealant from slipping into the engine 15, reducing the risk of contamination to the engine 15, and improving the service life of the engine 15.

[0117] As an implementation, cylinder head 1592 is connected to cylinder block 1593 via fasteners and sealant, with connection surface 107 at least partially formed between cylinder head 1592 and cylinder block 1593. A sealant groove 1598 can be provided on one side of connection surface 107, or on the other side of connection surface 107. Specifically, sealant groove 1598 can be at least partially provided on cylinder head 1592 or cylinder block 1593. A first location for applying sealant is provided on cylinder head 1592 and / or cylinder block 1593. Furthermore, sealant groove 1598 is provided near the first location. When cylinder head 1592 is connected to cylinder block 1593, the first location substantially surrounds cylinder head 1592 and cylinder block 1593, and sealant groove 1598 is provided on one side of the first location near the space containing engine 15. Through the above arrangement, when the cylinder head 1592 is connected to the cylinder body 1593, the sealant at the first position is squeezed, and the squeezed and overflowed sealant is gathered in the seal groove 1598, thereby improving the sealing of the engine 15, and preventing the sealant from slipping into the engine 15, reducing the risk of contamination to the engine 15, and improving the service life of the engine 15.

[0118] As one implementation, cylinder block 1593 is connected to crankcase 1594 via fasteners and sealant, with connection surface 107 at least partially formed between cylinder block 1593 and crankcase 1594. A sealant groove 1598 can be provided on one side of connection surface 107, or on the other side of connection surface 107. Specifically, sealant groove 1598 can be at least partially provided on cylinder block 1593 or crankcase 1594. A first location for applying sealant is provided on cylinder block 1593 and / or crankcase 1594. Furthermore, sealant groove 1598 is provided near the first location; when cylinder block 1593 is connected to crankcase 1594, the first location substantially surrounds cylinder block 1593 and crankcase 1594. Furthermore, sealant groove 1598 is provided on one side of the first location near the space housing engine 15.

[0119] As another implementation, a first bearing seat 1594d, a second bearing seat 1594e, and a third bearing seat 1594f are further disposed within the crankcase 1594. The first position may also be disposed on the first bearing seat 1594d, the second bearing seat 1594e, and / or the third bearing seat 1594f. More specifically, since the second bearing seat 1594e is disposed within the accommodation space of the engine 15, when the first position is disposed on the second bearing seat 1594e, the adhesive groove 1598 may be disposed on one side or both sides of the first position on the second bearing seat 1594e. Furthermore, the adhesive groove 1598 may also be disposed on the same side or on different sides of the connection surface 107 between the cylinder block 1593 and the crankcase 1594. Specifically, since the second bearing seat 1594e is arranged in the accommodating space of the engine 15, when the cylinder body 1593 is connected to the crankcase 1594, the sealant at the first position on the second bearing seat 1594e is squeezed and will overflow to both sides of the second bearing seat 1594e. By providing the sealant grooves 1598 on both sides of the first position on the second bearing seat 1594e, the overflowing sealant can be prevented from sliding into the engine 15, thereby improving the service life of the engine 15.

[0120] As another implementation method, the arrangement position of the glue containing groove 1598 is not limited to one side or both sides of the first position on the second bearing seat 1594e, and can also meet the following requirements: Figures 31 to 34 As shown in the various arrangements. Figure 31 As shown, when the cylinder block 1593 and the second bearing seat 1594e are connected, the glue grooves 1598 are provided on both sides of the second bearing seat 1594e. The glue grooves 1598 provided on both sides of the second bearing seat 1594e collect the overflowed sealant to prevent the sealant from sliding into the engine 15, thereby reducing the risk of contamination of the engine 15 and improving the life of the engine 15. Figure 32 As shown, when the cylinder block 1593 is connected to the second bearing seat 1594e, a mating portion 1593c for connecting to the second bearing seat 1594e is formed on the cylinder block 1593, and glue grooves 1598 are provided on both sides of the mating portion 1593c. The glue grooves 1598 provided on both sides of the second bearing seat 1594e collect overflowing sealant to prevent the sealant from sliding into the engine 15, thereby reducing the risk of contamination of the engine 15 and improving the service life of the engine 15. Figure 33 and Figure 34 As shown, when the cylinder block 1593 and the second bearing seat 1594e are connected, the glue groove 1598 is arranged on the opposite side of the connecting surface 107 formed between the cylinder block 1593 and the crankcase 1594. The glue groove 1598 arranged on both sides of the second bearing seat 1594e collects the overflowed sealant to prevent the sealant from sliding into the engine 15, thereby reducing the contamination risk of the engine 15 and improving the service life of the engine 15.

[0121] In one implementation, crankcase 1594 is connected to oil pan 1595 via fasteners and sealant. A connection surface 107 is at least partially formed between crankcase 1594 and oil pan 1595. A sealant groove 1598 can be provided on one side of this connection surface 107, or on the other side. Specifically, sealant groove 1598 can be at least partially provided on crankcase 1594 or on oil pan 1595. A first location for applying sealant is provided on crankcase 1594 and / or oil pan 1595. Furthermore, sealant groove 1598 is provided near the first location. When crankcase 1594 is connected to oil pan 1595, the first location substantially surrounds both oil pan 1595 and crankcase 1594. Sealant groove 1598 is provided at the first location near one side of the engine 15 housing.

[0122] It is understood that the positional relationship between the adhesive groove 1598 and the connecting surface 107 can be arranged in a variety of ways, not limited to the arrangements exemplified above. Furthermore, the relationship between the first position and the adhesive groove 1598 is not limited to the aforementioned positions and can be adjusted based on actual circumstances to meet the layout requirements of different engines 15. This arrangement prevents sealant overflow, reduces the risk of contamination within the engine 15, and increases the service life of the engine 15.

[0123] like Figure 28 As shown, as an implementation, the outer housing assembly 159 includes a first portion 159a forming the outer wall of the engine 15 and a second portion 159b disposed within the space housing the engine 15. The first portion 159a may include the outer walls of the cylinder head cover 1591, the cylinder head 1592, the cylinder block 1593, the crankcase 1594, and the oil pan 1595. The outer wall of the outer housing assembly 1599 is arranged in a first predetermined direction perpendicular to the outer wall surface of the first portion 159a. Since the first portion 159a is an irregular outer wall portion of the outer housing assembly, the first predetermined direction changes along the angled direction of the first portion 159a. The adhesive groove 1598 extends along the first predetermined direction for a length D10, and the wall thickness of the first portion 159a along the first predetermined direction for a thickness D11. The ratio of the length D10 of the adhesive groove 1598 to the wall thickness D11 of the first portion 159a is greater than or equal to 0.2 and less than or equal to 0.3. Furthermore, the ratio of the length D10 of the adhesive groove 1598 to the wall thickness D11 of the first portion 159a is greater than or equal to 0.23 and less than or equal to 0.28. More specifically, the ratio of the length D10 of the adhesive groove 1598 to the wall thickness D11 of the first portion 159a is equal to 0.25. This configuration prevents sealant overflow, reduces the risk of contamination within the engine 15, and increases the service life of the engine 15.

[0124] When the glue accommodating groove 1598 is arranged on the second part 159b, the glue accommodating groove 1598 can be arranged on one side or both sides of the second part 159b. Among them, the second part 159b includes the first bearing seat 1594d, the second bearing seat 1594e and the third bearing seat 1594f, and the second part 159b is not limited to the first bearing seat 1594d, the second bearing seat 1594e and the third bearing seat 1594f described in the embodiment, and the second part also includes other components arranged with glue accommodating grooves 1598 in the accommodating space. In a second preset direction perpendicular to the inner wall of the second part 159b. Among them, since the second part 159b is a component arranged in the accommodating space of the engine 15, the second preset direction will change along the tangent direction of the second part 1596. The length of the glue accommodating groove 1598 extending along the second preset direction is D12, and the length of the second part 159b extending along the second preset direction is D13. The ratio of the length D12 of the glue accommodating groove 1598 to the length D13 of the second part 159b is greater than or equal to 0.2 and less than or equal to 0.42. Further, the ratio of the length D12 of the glue accommodating groove 1598 to the length D13 of the second part 159b is greater than or equal to 0.22 and less than or equal to 0.38. More specifically, the ratio of the length D12 of the glue accommodating groove 1598 to the length D13 of the second part 159b is greater than or equal to 0.24 and less than or equal to 0.34. Through the above arrangement, the sealant is prevented from overflowing, the risk of contamination of the inside of the engine 15 is reduced, and the service life of the engine 15 is improved.

[0125] As shown in Figure 35 and Figure 36 As an implementation manner, the outer shell assembly 159 is formed with an end face 1598a of the glue accommodating groove 1598. The end face 1598a of the glue accommodating groove 1598 can be arranged in one of the following shapes, or a combination of the following shapes. Among them, the shape of the end face 1598a of the glue accommodating groove 1598 can be arranged as: a plane, an arc surface, a right angle surface or an irregular curved surface.

[0126] When the end face 1598a of the glue accommodating groove 1598 is arranged as a plane, the included angle between the end face 1598a of the glue accommodating groove 1598 and the preset direction is γ. When the end face 1598a of the glue accommodating groove 1598 is arranged as an arc surface, the curvature of the end face 1598a is θ. The included angle γ between the end face 1598a of the glue accommodating groove 1598 and the preset direction is greater than or equal to 0° and less than or equal to 90°; the curvature θ of the end face 1598a is greater than 0° and less than 180°. Among them, when the end face 1598a of the glue accommodating groove 1598 is arranged as an arc surface, the arc surface can be concave to the first part 159a direction of the outer shell assembly 159, or concave to the side of the accommodating space of the engine 15. Through the above arrangement, the sealant is prevented from overflowing, the risk of contamination of the inside of the engine 15 is reduced, and the service life of the engine 15 is improved.

[0127] like Figure 37 As shown, the engine 15 further includes a lubrication mechanism 158, which is at least partially disposed within the outer housing assembly 159 through a casting process. The lubrication mechanism 158 delivers lubricating oil from the oil storage space 1595a to the various components of the engine 15, thereby lubricating the various components, preventing wear between the components, and increasing the service life of the various components within the engine 15.

[0128] As an implementation, the crankshaft-connecting rod mechanism 151 further includes a first bearing assembly 1515, which is at least partially disposed on the crankcase 1594. Specifically, the first bearing assembly 1515 is rotationally connected to the first bearing seat 1594d, the first bearing assembly 1515 is rotationally connected to the second bearing seat 1594e, and the first bearing assembly 1515 is rotationally connected to the third bearing seat 1594f. Furthermore, the balancing mechanism 156 includes a first bearing 1565, a second bearing 1566, and a third bearing 1567. Specifically, the balancing mechanism 156 is rotationally connected to the first bearing seat 1594d via the first bearing 1565, the balancing mechanism 156 is rotationally connected to the second bearing seat 1594e via the second bearing 1566, and the balancing mechanism 156 is rotationally connected to the third bearing seat 1594f via the third bearing 1567. More specifically, the first bearing 1565 is arranged at the end of the balancing mechanism 156 away from the generator 16, the third bearing 1567 is arranged on the side of the balancing mechanism 156 close to the generator 16, and the second bearing 1566 is arranged between the first bearing 1565 and the third bearing 1567.

[0129] As an implementation, lubrication mechanism 158 includes a first oil passage 1582, a second oil passage 1583, and a third oil passage 1584. Specifically, first oil passage 1582 is at least partially disposed on crankcase 1594 through a casting process. First oil passage 1582 is at least partially disposed on cylinder block 1593 through a casting process. When cylinder block 1593 is connected to crankcase 1594, a closed first oil passage 1582 is formed by cylinder block 1593 and crankcase 1594. Second oil passage 1583 is at least partially disposed on crankcase 1594 through a casting process. When cylinder block 1593 is connected to crankcase 1594, a closed second oil passage 1583 is formed by cylinder block 1593 and crankcase 1594. Third oil passage 1584 is at least partially disposed on crankcase 1594 through a casting process. Third oil passage 1584 is also at least partially disposed on cylinder block 1593 through a casting process. When cylinder block 1593 is connected to crankcase 1594, a closed third oil passage 1584 is formed by cylinder block 1593 and crankcase 1594. Furthermore, one end of first oil passage 1582 connects to first bearing pad assembly 1515, and the other end connects to first bearing pad 1565. First oil passage 1582 is at least partially disposed on first bearing seat 1594d. Lubricating oil is transported along first bearing pad assembly 1515 to first bearing pad 1565 through first oil passage 1582. Providing a separate oil passage between first bearing pad assembly 1515 and first bearing pad 1565 improves lubrication of balancing mechanism 156. More specifically, first bearing 1565 is formed with a plurality of through-holes for connecting to first oil passage 1582. These through-holes are located on a side of first bearing 1565 that is close to cylinder block 1593. Further through-holes are located on a side of first bearing 1565 that is close to crankcase 1594. Lubricating oil flows into first bearing 1565 through these through-holes along first oil passage 1582, improving lubrication of balancing mechanism 156, reducing wear on balancing mechanism 156, and thereby increasing the service life of engine 15.

[0130] As an implementation, one end of second oil passage 1583 connects to first bearing assembly 1515, and the other end connects to second bearing 1566. Second oil passage 1583 is at least partially disposed on second bearing seat 1594e. Lubricating oil is transported along first bearing assembly 1515 to second bearing 1566 via second oil passage 1583. Providing a separate oil passage between first bearing assembly 1515 and second bearing 1566 improves lubrication of balancing mechanism 156. Furthermore, second bearing 1566 is formed with several through-holes for connecting to second oil passage 1583. These through-holes are disposed on the side of second bearing 1566 closest to cylinder block 1593 and on the side of second bearing 1566 closest to crankcase 1594. The lubricating oil enters the second bearing shell 1566 from the through hole of the second bearing shell 1566 along the second oil passage 1583 , thereby improving the lubrication effect on the balancing mechanism 156 , reducing the degree of wear of the balancing mechanism 156 , and increasing the service life of the engine 15 .

[0131] As an implementation, one end of third oil passage 1584 connects to first bearing assembly 1515, and the other end connects to third bearing 1567. Third oil passage 1584 is at least partially disposed on third bearing seat 1594f. Lubricating oil is transported along first bearing assembly 1515 to third bearing 1567 via third oil passage 1584. Providing a separate oil passage between first bearing assembly 1515 and third bearing 1567 improves lubrication of balancing mechanism 156. The third bearing 1567 is formed with several through-holes for connecting to third oil passage 1584. These through-holes are located on the side of the third bearing 1567 closest to cylinder block 1593 and on the side of the third bearing 1567 closest to crankcase 1594. The lubricating oil enters the third bearing bush 1567 from the through hole of the third bearing bush 1567 along the third oil passage 1584 , thereby improving the lubrication effect on the balancing mechanism 156 , reducing the degree of wear of the balancing mechanism 156 , and increasing the service life of the engine 15 .

[0132] like Figure 38 and Figure 39As shown, the crankcase 1594 is also provided with an oil baffle 1594g, located on a side of the crankcase 1594 near the oil pan 1595. Furthermore, the oil baffle 1594g and crankcase 1594 are integrally formed, thereby reducing the production cost of the oil baffle 1594g. Alternatively, the oil baffle 1594g can be connected to the crankcase 1594 via fasteners, allowing it to adapt to different engine 15 structures and increasing the flexibility of its assembly. This arrangement prevents lubricating oil from flowing back from the oil pan 1595 into the crankcase 1594 when the ATV 100 is climbing a slope or traveling on uneven terrain, thereby preventing insufficient oil pressure in the oil storage space 1595a and preventing the oil pump 1581 from failing to supply oil.

[0133] As an implementation, the side of the oil baffle 1594g proximal to the crankshaft-connecting rod mechanism 151 is curved, separating the fifth accommodating space 1594a formed by the crankcase 1594 from the oil storage space 1595a formed by the oil pan 1595. Furthermore, the end surface of the oil baffle 1594g proximal to the fifth accommodating space 1594a is recessed toward the oil storage space 1595a. This arrangement prevents collisions between the crankshaft-connecting rod mechanism 151 and the oil baffle 1594g during operation of the engine 15, thereby preventing damage to engine 15 components. The oil baffle 1594g also has a fifth oil return hole 1594h, located between the first bearing seat 1594d and the second bearing seat 1594e. The fifth oil return hole 1594h is also located between the second bearing seat 1594e and the third bearing seat 1594f. The fifth oil return hole 1594h is provided through the crankcase 1594. Specifically, the fifth accommodating space 1594a formed in the crankcase 1594 is connected to the oil storage space 1595a via the fifth oil return hole 1594h. Lubricating oil accumulated in the crankcase 1594 is returned to the oil storage space 1595a through the fifth oil return hole 1594h. The fifth oil return hole 1594h can be configured in any shape and positioned anywhere on the oil baffle 1594g, with the specific position being adjustable based on practical needs. In the present embodiment, the fifth oil return hole 1594h is positioned substantially at the apex of the arc of the oil baffle 1594g. This apex refers to the point where the end surface of the oil baffle 1594g, which is closest to the fifth accommodating space 1594a, is at its greatest distance from the crankshaft-connecting rod mechanism 151. This improves the return of lubricating oil from the crankcase 1594 to the oil pan 1595.

[0134] The projected area of ​​the fifth oil return hole 1594h along the second straight line 104 in the second projection plane 106 is S13, and the projected area of ​​the oil baffle 1594g along the second straight line 104 in the second projection plane 106 is S14. As an implementation, the projected area S13 of the fifth oil return hole 1594h is greater than or equal to 1970 mm 2 and less than or equal to 2970mm 2 , the projected area S14 of the oil baffle 1594g is greater than or equal to 20600mm 2 And less than or equal to 31000mm 2 Furthermore, the projected area S13 of the fifth oil return hole 1594h is greater than or equal to 2220 mm 2 and less than or equal to 2720mm 2 , the projected area S14 of the oil baffle 1594g is greater than or equal to 23200mm 2 And less than or equal to 28400mm 2 More specifically, the projected area S13 of the fifth oil return hole 1594h is equal to 2470 mm 2 , the projected area S14 of the oil baffle 1594g is equal to 25800mm 2 Through the above arrangement, the isolation effect of the oil baffle 1594g is improved, preventing the lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, resulting in insufficient oil pressure in the oil pan 1595, and improving the oil supply capacity of the oil pump 1581.

[0135] In addition, the ratio of the projected area S13 of the fifth oil return hole 1594h to the projected area S14 of the oil baffle 1594g is greater than or equal to 0.08 and less than or equal to 0.2. Furthermore, the ratio of the projected area S13 of the fifth oil return hole 1594h to the projected area S14 of the oil baffle 1594g is greater than or equal to 0.09 and less than or equal to 0.11. More specifically, the ratio of the projected area S13 of the fifth oil return hole 1594h to the projected area S14 of the oil baffle 1594g is equal to 0.1. This configuration enhances the isolation effect of the oil baffle 1594g, preventing lubricating oil within the oil pan 1595 from flowing back into the crankcase 1594, which could result in insufficient oil pressure within the oil pan 1595, and improving the oil supply capacity of the oil pump 1581.

[0136] In this embodiment, when the balancing block 1513 of the crankshaft-connecting rod mechanism 151 rotates to the lowest position, the minimum distance between the balancing block 1513 and the oil baffle 1594g is L11. The lowest position refers to the position where the distance between the balancing block 1513 and the oil baffle 1594g is the smallest. As an implementation method, the minimum distance L11 between the balancing block 1513 and the oil baffle 1594g is greater than or equal to 2 mm and less than or equal to 5 mm. Furthermore, the minimum distance L11 between the balancing block 1513 and the oil baffle 1594g is greater than or equal to 2.7 mm and less than or equal to 4.5 mm. More specifically, the minimum distance L11 between the balancing block 1513 and the oil baffle 1594g is greater than or equal to 3 mm and less than or equal to 4 mm. Through the above arrangement, the overall volume of the engine 15 is reduced, and the isolation effect of the oil baffle 1594g is improved, preventing the lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, resulting in insufficient oil pressure in the oil pan 1595, thereby improving the oil supply capacity of the oil pump 1581.

[0137] like Figure 40 As shown, as an implementation method, the generator 16 serves as a core component of the all-terrain vehicle 100, providing a power source for the movement of the all-terrain vehicle 100. The generator 16 includes a stator 161 and a rotor 162. Specifically, the rotor 162 is composed of a plurality of annular magnetic parts, and the magnetic field strength of the rotor 162 can be increased or decreased by increasing or decreasing the number of annular magnetic parts. The stator 161 is connected to the outer housing assembly 159 of the engine 15, and the stator 161 forms a sixth accommodating space around the rotor 162 (not shown). Furthermore, the rotor 162 is arranged in the sixth accommodating space. Through the above arrangement, the generator 16 is integrated on one side of the engine 15, which reduces the space occupied by the powertrain 200 when the all-terrain vehicle 100 is arranged.

[0138] As an implementation method, a fixing portion 1511a is formed at one end of the crankshaft 1511, and the fixing portion 1511a and the crankshaft 1511 are integrally formed. When the crankshaft 1511 rotates, the fixing portion 1511a is driven to rotate. Furthermore, a plurality of third connecting holes 1511b are formed on the fixing portion 1511a, and the plurality of third connecting holes 1511b are distributed around the axis of the fixing portion 1511a. Specifically, the rotor 162 is formed with a first positioning member 1621, and the axis of the first positioning member 1621 and the axis of the plurality of annular magnetic members substantially coincide with each other. More specifically, one end of the first positioning member 1621 abuts against the fixing portion 1511a, and the rotor 162 is positioned by the first positioning member 1621 and the fixing portion 1511a. It can be understood that when the rotor 162 is connected to the positioning portion, the axis of the first positioning member 1621 and the axis of the fixing portion 1511a substantially coincide with each other. In addition, the rotor 162 is connected to the fixing portion 1511a by means of a fastener and the third connecting hole 1511b. Through the above arrangement, the engine 15 and the generator 16 are rigidly connected, and the stability of the rotor 162 when connected to the fixing portion 1511a is improved.

[0139] Stator 161 includes a generator housing 1611 and a metal coil (not shown). The metal coil is at least partially disposed within generator housing 1611. When generator housing 1611 is connected to crankcase 1594, the metal coil is substantially disposed around rotor 162. When crankshaft 1511 drives rotor 162 to rotate, the metal coil can cut the magnetic flux lines formed around rotor 162 and generate current. Crankcase 1594 also has a second positioning member 1594j, and generator housing 1611 has a positioning hole 1611a. When stator 161 is connected to crankcase 1594, second positioning member 1594j is at least partially disposed within positioning hole 1611a, and fasteners secure stator 161 to crankcase 1594. As will be appreciated, when generator housing 1611 is connected to crankcase 1594, a sealed working chamber is formed within generator housing 1611, and rotor 162 can rotate within the working chamber, thereby achieving conversion between mechanical energy and electrical energy. This arrangement reduces the production cost of generator 16 and achieves lightweighting of engine 15 and generator 16.

[0140] When the generator 16 is working, the peak power generated by the generator 16 is P. The width of the rotor 162 extending along its own axial direction is D14. As an implementation method, the peak power P generated by the generator 16 is greater than or equal to 32 kW and less than or equal to 48 kW, and the width D14 of the rotor 162 is greater than or equal to 61 mm and less than or equal to 93 mm. Furthermore, the peak power P generated by the generator 16 is greater than or equal to 36 kW and less than or equal to 44 kW, and the width D14 of the rotor 162 is greater than or equal to 69 mm and less than or equal to 85 mm. More specifically, the peak power P generated by the generator 16 is equal to 40 kW, and the width D14 of the rotor 162 is equal to 77 mm. By converting the mechanical energy of the engine 15 into electrical energy, the engine 15 maintains a suitable operating power, reducing the energy consumption during the operation of the engine 15.

[0141] As an implementation, the ratio of the peak power P generated by the generator 16 to the width D14 of the rotor 162 is greater than or equal to 0.41 mm / kW and less than or equal to 0.63 mm / kW. Furthermore, the ratio of the peak power P generated by the generator 16 to the width D14 of the rotor 162 is greater than or equal to 0.46 mm / kW and less than or equal to 0.58 mm / kW. More specifically, the ratio of the peak power P generated by the generator 16 to the width D14 of the rotor 162 is equal to 0.52 mm / kW. This configuration shortens the length of the rotor 162 along its axis, reducing its weight. Furthermore, the connection between the stator 161 and the engine 15 forms a sealed space, reducing the production cost of the generator 16 and its weight. This allows the engine 15 to maintain appropriate operating power and reduces energy consumption during operation.

[0142] Obviously, the accompanying drawings are merely examples or embodiments of the present application. A person skilled in the art can also apply the present application to other similar situations based on these drawings without inventive effort. Furthermore, it is understandable that, although the work involved in this development process may be complex and lengthy, certain design, manufacturing, or production changes based on the technical content disclosed in this application are merely routine technical means for a person skilled in the art and should not be considered to constitute a deficiency in the disclosure of the present application.

[0143] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. An all-terrain vehicle comprising: Frame; a body panel, the body panel being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the frame; A driving motor, wherein the driving motor is used to drive the traveling assembly; a power supply assembly electrically connected to the drive motor; a powertrain, the powertrain being at least partially disposed on the vehicle frame and being used to charge the power supply assembly, the powertrain comprising an engine and a generator at least partially disposed on one side of the engine; the engine comprising a crankshaft, a cylinder block, a first cooling water jacket, and a water jacket baffle, the first cooling water jacket being at least partially disposed in the cylinder block, the water jacket baffle being at least partially disposed in the first cooling water jacket, the generator comprising a stator and a rotor connected to the crankshaft, the stator being connected to the engine and forming an accommodation space, the rotor being disposed within the accommodation space; The ratio of the length of the rotor along the direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; the water jacket partition is formed with a first waist-shaped hole and a second waist-shaped hole; on a projection plane perpendicular to the preset direction, the ratio of the projection area of ​​the first waist-shaped hole along the preset direction on the projection plane to the projection area of ​​the second waist-shaped hole along the preset direction on the projection plane is greater than or equal to 2.4 and less than or equal to 3.

6.

2. The all-terrain vehicle according to claim 1, wherein: A ratio of the length of the rotor to the peak power of the generator is greater than or equal to 0.46 mm / kw and less than or equal to 0.58 mm / kw.

3. The all-terrain vehicle according to claim 1, wherein: A fixing portion is provided at one end of the crankshaft, the fixing portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixing portion.

4. The all-terrain vehicle according to claim 3, wherein: The rotor is provided with a first positioning member extending along the axial direction of the rotor, and the first positioning member is used for positioning between the rotor and the fixing part; the fixing part includes a connecting hole, and the rotor is connected to the fixing part through the connecting hole and a fastener.

5. The all-terrain vehicle according to claim 1, wherein: The length of the rotor along the rotation center line direction of the crankshaft is greater than or equal to 61 mm and less than or equal to 93 mm.

6. The all-terrain vehicle according to claim 1, wherein: The peak power of the generator is greater than or equal to 32 kW and less than or equal to 48 kW.

7. The all-terrain vehicle according to claim 1, wherein: The engine is provided with a second positioning member for positioning with the stator, and the second positioning member is provided on a side of the engine close to the generator.

8. The all-terrain vehicle according to claim 7, wherein: The stator is provided with a positioning hole matched with the second positioning member. When the stator is connected to the engine, the second positioning member is arranged in the positioning hole.

9. The all-terrain vehicle according to claim 1, wherein: The cylinder block has a cylinder hole formed therethrough, and the first cooling water jacket is disposed around the cylinder hole.

10. The all-terrain vehicle according to claim 9, wherein: The height of the water jacket partition extending along the axial direction of the cylinder hole is H1, the height of the first cooling water jacket extending along the axial direction of the cylinder hole is H2, and the ratio of the height H1 of the water jacket partition to the height H2 of the first cooling water jacket is greater than or equal to 0.68 and less than or equal to 1.

11. The all-terrain vehicle according to claim 9, wherein: The length of the first waist-shaped hole extending along the axial direction of the cylinder hole is L1, the length of the second waist-shaped hole extending along the axial direction of the cylinder hole is L2, and the ratio of the length L1 of the first waist-shaped hole to the length L2 of the second waist-shaped hole is greater than or equal to 2.4 and less than or equal to 3.

6.

12. The all-terrain vehicle of claim 9, wherein: The water jacket partition extends substantially along the axial direction of the cylinder hole.

13. The all-terrain vehicle of claim 1, wherein: The projected area of ​​the water jacket partition along the preset direction on the projection plane is S3, and the ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket partition is greater than or equal to 0.25 and less than or equal to 0.

39.

14. The all-terrain vehicle of claim 1, wherein: The first cooling water jacket is formed with a fixing groove, and the water jacket partition is at least partially disposed in the fixing groove.

15. The all-terrain vehicle of claim 1, wherein: The engine includes an intake passage and an oil injection assembly; the intake passage is formed with a first oil injection hole and a second oil injection hole, the oil injection assembly is at least partially arranged in the first oil injection hole, and the oil injection assembly is also at least partially arranged in the second oil injection hole.

16. The all-terrain vehicle of claim 15, wherein: A first distance D1 from the center of the first oil injection hole to the center of the second oil injection hole is greater than or equal to 25 mm and less than or equal to 50 mm.

17. The all-terrain vehicle of claim 15, wherein: The intake passage includes a first intake passage, and the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism. The first fuel injection mechanism is arranged in the first intake passage through the first fuel injection hole, and the second fuel injection mechanism is arranged in the first intake passage through the second fuel injection hole.

18. The all-terrain vehicle of claim 17, wherein: The engine also includes a combustion chamber, and the intake passage also includes a second intake passage and a third intake passage; one end of the second intake passage is connected to the combustion chamber, and the other end of the second intake passage is connected to the first intake passage; one end of the third intake passage is connected to the combustion chamber, and the other end of the third intake passage is connected to the first intake passage.

19. The all-terrain vehicle of claim 18, wherein: The second channel forms a first air inlet near one end of the combustion chamber, and the third channel forms a second air inlet near one end of the combustion chamber. The center distance between the first air inlet and the second air inlet is a second distance D2, and the first distance D1 and the second distance D2 are basically the same.

20. The all-terrain vehicle of claim 19, wherein: The equivalent aperture of the first air inlet is D3, and the structure of the second air inlet is substantially the same as that of the first air inlet.

21. The all-terrain vehicle of claim 20, wherein: The engine further includes a cylinder hole for bearing high-temperature and high-pressure gas, and the aperture of the cylinder hole is D4; the ratio of the equivalent aperture D3 of the first air inlet to the aperture D4 of the cylinder hole is greater than or equal to 0.33 and less than or equal to 0.

47.

22. The all-terrain vehicle of claim 1, wherein: The engine includes a cylinder head, a first cooling water jacket, a first exhaust mechanism, and a second exhaust mechanism. The first cooling water jacket is at least partially arranged in the cylinder head; the first cooling water jacket is also at least partially arranged around the first exhaust mechanism and the second exhaust mechanism, and the first cooling water jacket is also at least partially arranged between the first exhaust mechanism and the second exhaust mechanism.

23. The all-terrain vehicle of claim 22, wherein: The first cooling water jacket includes a first channel and a second channel, the first channel and the second channel are connected; the first channel is arranged around the first exhaust mechanism and the second exhaust mechanism.

24. The all-terrain vehicle of claim 23, wherein: The second passage is provided between the first exhaust mechanism and the second exhaust mechanism.

25. The all-terrain vehicle of claim 23, wherein: The first cooling water jacket includes a water inlet and a water outlet. The water inlet is at least partially disposed on the first channel, and the water inlet is also at least partially disposed on the second channel. The water outlet is in communication with the first channel.

26. The all-terrain vehicle of claim 25, wherein: The water inlet is arranged at the edge of the first cooling water jacket, and the water inlet is arranged around the first cooling water jacket.

27. The all-terrain vehicle of claim 1, wherein: The engine also includes a cylinder head, a second cooling water jacket, an exhaust mechanism and an intake mechanism, wherein the second cooling water jacket is at least partially arranged in the cylinder head; the second cooling water jacket is at least partially arranged around the exhaust mechanism, and the second cooling water jacket is also at least partially arranged around the intake mechanism; the exhaust mechanism includes a first exhaust mechanism and a second exhaust mechanism, and the second cooling water jacket is also at least partially arranged between the first exhaust mechanism and the second exhaust mechanism.

28. The all-terrain vehicle of claim 27, wherein: The second cooling water jacket includes a first channel and a second channel, the first channel and the second channel are connected; the first channel is arranged around the first exhaust mechanism and the second exhaust mechanism, The second passage is provided between the first exhaust mechanism and the second exhaust mechanism.

29. The all-terrain vehicle of claim 28, wherein: The second cooling water jacket includes a water inlet and a water outlet. The water inlet is at least partially disposed on the first channel, and the water inlet is also at least partially disposed on the second channel. The water outlet is in communication with the first channel.

30. The all-terrain vehicle of claim 29, wherein: The water inlet is arranged at the edge of the second cooling water jacket, and the water inlet is arranged around the second cooling water jacket.

31. An all-terrain vehicle comprising: Frame; a body panel, the body panel being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the frame; A driving motor, used to drive the walking assembly; a power supply assembly electrically connected to the drive motor; a powertrain, the powertrain being at least partially disposed on the vehicle frame and configured to charge the power supply assembly, the powertrain comprising an engine and a generator at least partially disposed on one side of the engine; the engine comprising a crankshaft, an intake passage, and a fuel injection assembly; the generator comprising a stator and a rotor connected to the crankshaft, the stator being connected to the engine and forming a receiving space, the rotor being disposed within the receiving space; The ratio of the length of the rotor in a direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; the intake passage is formed with a first fuel injection hole and a second fuel injection hole, the fuel injection assembly is at least partially arranged in the first fuel injection hole, and the fuel injection assembly is also at least partially arranged in the second fuel injection hole.

32. The all-terrain vehicle of claim 31 , wherein: A ratio of the length of the rotor to the peak power of the generator is greater than or equal to 0.46 mm / kw and less than or equal to 0.58 mm / kw.

33. The all-terrain vehicle of claim 31 , wherein: A fixing portion is provided at one end of the crankshaft, the fixing portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixing portion.

34. The all-terrain vehicle of claim 33, wherein: The rotor is provided with a first positioning member extending along the axial direction of the rotor, and the first positioning member is used for positioning between the rotor and the fixing part; the fixing part includes a connecting hole, and the rotor is connected to the fixing part through the connecting hole and a fastener.

35. The all terrain vehicle of claim 31 , wherein: The length of the rotor along the rotation center line direction of the crankshaft is greater than or equal to 61 mm and less than or equal to 93 mm.

36. The all terrain vehicle of claim 31 , wherein: The peak power of the generator is greater than or equal to 32 kW and less than or equal to 48 kW.

37. The all terrain vehicle of claim 31 , wherein: The engine is provided with a second positioning member for positioning with the stator, and the second positioning member is arranged on a side of the engine close to the generator; the stator is provided with a positioning hole that cooperates with the second positioning member, and when the stator is connected to the engine, the second positioning member is arranged in the positioning hole.

38. The all terrain vehicle of claim 31 , wherein: A first distance D1 from the center of the first oil injection hole to the center of the second oil injection hole is greater than or equal to 25 mm and less than or equal to 50 mm.

39. The all-terrain vehicle of claim 31 , wherein: The intake passage includes a first intake passage, and the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism. The first fuel injection mechanism is arranged in the first intake passage through the first fuel injection hole, and the second fuel injection mechanism is arranged in the first intake passage through the second fuel injection hole.

40. The all-terrain vehicle of claim 39, wherein: The engine also includes a combustion chamber, and the intake passage also includes a second intake passage and a third intake passage; one end of the second intake passage is connected to the combustion chamber, and the other end of the second intake passage is connected to the first intake passage; one end of the third intake passage is connected to the combustion chamber, and the other end of the third intake passage is connected to the first intake passage.

41. The all-terrain vehicle of claim 40, wherein: The second channel forms a first air inlet near one end of the combustion chamber, and the third channel forms a second air inlet near one end of the combustion chamber. The center distance between the first air inlet and the second air inlet is a second distance D2, and the first distance D1 and the second distance D2 are basically the same.

42. The all-terrain vehicle of claim 41, wherein: The equivalent aperture of the first air inlet is D3, and the structure of the second air inlet is substantially the same as that of the first air inlet.

43. The all-terrain vehicle of claim 42, wherein: The engine further includes a cylinder hole for bearing high-temperature and high-pressure gas, and the aperture of the cylinder hole is D4; the ratio of the equivalent aperture D3 of the first air inlet to the aperture D4 of the cylinder hole is greater than or equal to 0.33 and less than or equal to 0.

47.

44. The all terrain vehicle of claim 31 , wherein: The engine includes a crankshaft and a cylinder head, wherein the cylinder head is provided with a mounting hole and a preset area, wherein the mounting hole is provided on the preset area; the crankshaft basically extends along a preset direction, wherein the length of the preset area extending along the preset direction is a first length L1, the diameter of the mounting hole is a second length L2, and the ratio of the first length L1 to the second length L2 is greater than or equal to 3.3 and less than or equal to 5.

45. The all terrain vehicle of claim 31 , wherein: The engine includes a cylinder head, which includes a first end face and a second end face; a mounting hole and an oil return hole are formed on the cylinder head, the mounting hole passes through the cylinder head, and one end of the mounting hole is connected to the first end face, and the other end of the mounting hole is connected to the second end face; one end of the oil return hole is connected to the first end face, and the other end of the oil return hole is connected to the mounting hole.

46. ​​The all terrain vehicle of claim 45, wherein: The oil return hole is provided with a reinforcing rib for reinforcing the structural strength of the mounting hole. The engine further comprises a crankshaft, and the reinforcing rib is provided in a direction perpendicular to the rotation centerline of the crankshaft.

47. The all-terrain vehicle of claim 46, wherein: The width D1 of the reinforcing rib distributed along the rotation center line of the crankshaft is greater than or equal to 3.2 mm and less than or equal to 4.8 mm.

48. The all terrain vehicle of claim 31 , wherein: The engine includes an ignition mechanism and an ignition channel. The ignition mechanism includes a first seal, which is umbrella-shaped. The ignition mechanism is at least partially arranged in the ignition channel. The ignition channel extends along its own axial direction to form a matching portion, and the first seal abuts against the matching portion.

49. The all-terrain vehicle of claim 48, wherein: An edge compression amount R1 generated by the abutment between the first seal and the mating portion is greater than or equal to 0.4 mm and less than or equal to 0.6 mm.

50. An all-terrain vehicle comprising: Frame; a body panel, the body panel being at least partially disposed on the vehicle frame; a traveling assembly, the traveling assembly being at least partially connected to the frame; A driving motor, used to drive the walking assembly; a power supply assembly electrically connected to the drive motor; a powertrain, the powertrain being at least partially disposed on the vehicle frame and configured to charge the power supply assembly, the powertrain comprising an engine and a generator at least partially disposed on one side of the engine; the engine comprising a crankshaft and a cylinder head cover; the generator comprising a stator and a rotor connected to the crankshaft; the stator being connected to the engine and forming a receiving space; the rotor being disposed within the receiving space; The ratio of the length of the rotor in a direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw; the cylinder head cover is provided with a first separation mechanism and a second separation mechanism, and the lubricating oil in the cylinder head cover passes through the first separation mechanism and then passes through the second separation mechanism for separation; The first separation mechanism is used to separate a first volume of the lubricating oil, and the second separation mechanism is used to separate a second volume of the lubricating oil, wherein the first volume of the lubricating oil is greater than the second volume of the lubricating oil.

51. The all-terrain vehicle of claim 50, wherein: A ratio of the length of the rotor to the peak power of the generator is greater than or equal to 0.46 mm / kw and less than or equal to 0.58 mm / kw.

52. The all terrain vehicle of claim 50, wherein: A fixing portion is provided at one end of the crankshaft, the fixing portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixing portion.

53. The all-terrain vehicle of claim 52, wherein: The rotor is provided with a first positioning member extending along the axial direction of the rotor, and the first positioning member is used for positioning between the rotor and the fixing part; the fixing part includes a connecting hole, and the rotor is connected to the fixing part through the connecting hole and a fastener.

54. The all terrain vehicle of claim 50, wherein: The length of the rotor along the rotation center line direction of the crankshaft is greater than or equal to 61 mm and less than or equal to 93 mm.

55. The all terrain vehicle of claim 50, wherein: The peak power of the generator is greater than or equal to 32 kW and less than or equal to 48 kW.

56. The all terrain vehicle of claim 50, wherein: The engine is provided with a second positioning member for positioning with the stator, and the second positioning member is provided on a side of the engine close to the generator.

57. The all terrain vehicle of claim 56, wherein: The stator is provided with a positioning hole matched with the second positioning member. When the stator is connected to the engine, the second positioning member is arranged in the positioning hole.

58. The all terrain vehicle of claim 50, wherein: The first separation mechanism includes a first baffle, and the second separation mechanism includes a second baffle and a third baffle; the second baffle is arranged between the first baffle and the third baffle.

59. The all-terrain vehicle of claim 58, wherein: The first baffles are substantially in a fishbone shape and have branches, and guide channels are formed between the first baffles.

60. The all terrain vehicle of claim 59, wherein: The cylinder head cover is provided with a first oil return hole. After the lubricating oil passes through the guide channel, the lubricating oil hits the second baffle and flows into the first oil return hole.

61. The all terrain vehicle of claim 58, wherein: The second baffle is provided with a through hole for accelerating the lubricating oil.

62. The all-terrain vehicle of claim 61, wherein: An oil return gap is formed between the third baffle and the second baffle, and the lubricating oil passes through the through hole and the oil return gap and then hits the third baffle.

63. The all-terrain vehicle of claim 62, wherein: A length of the oil return gap between the second baffle and the third baffle is greater than or equal to 3.2 mm and less than or equal to 6 mm.

64. The all terrain vehicle of claim 58, wherein: The cylinder head cover is further provided with a second oil return hole, into which the lubricating oil flows after hitting the third baffle.

65. The all terrain vehicle of claim 64, wherein: A seal is also provided in the second oil return hole to prevent the lubricating oil from flowing back.

66. The all terrain vehicle of claim 58, wherein: The first baffle and the cylinder head cover are integrally formed, and the third baffle and the cylinder head cover are integrally formed.

67. The all terrain vehicle of claim 50, wherein: The engine includes an intake manifold, a cylinder head and a seal; the seal is arranged between the intake manifold and the cylinder head, and a limiting portion is provided on the seal; when the intake manifold is connected to the cylinder head, the limiting portion extends to the outside of the cylinder head.

68. The all-terrain vehicle of claim 67, wherein A first groove for accommodating the sealing member is formed on the intake manifold.

69. The all-terrain vehicle of claim 68, wherein A first limiting protrusion is provided in the first groove, and the sealing member abuts against the first limiting protrusion.

70. The all terrain vehicle of claim 69, wherein The sealing member is provided with a second limiting protrusion, and the second limiting protrusion abuts against the first groove.

71. The all terrain vehicle of claim 68, wherein The intake manifold is further formed with a second groove for accommodating the limiting portion, and the second groove is communicated with the first groove.

72. The all terrain vehicle of claim 67, wherein A length L of the limiting portion extending to the outside of the cylinder head is greater than or equal to 4 mm and less than or equal to 12 mm.

73. The all terrain vehicle of claim 50, wherein: The engine includes an outer shell assembly and a glue containing groove for collecting sealant, and the outer shell assembly is connected by fasteners and sealant; the outer shell assembly includes a first part constituting the outer wall of the engine and a second part arranged inside the engine, the length of the glue containing groove extending along the first preset direction is D1, and the wall thickness of the first part extending along the first preset direction is D2; the ratio of the length D1 of the glue containing groove to the wall thickness D2 of the first part is greater than or equal to 0.2 and less than or equal to 0.

3.

74. The all terrain vehicle of claim 73, wherein A ratio of a length D1 of the adhesive containing groove to a wall thickness D2 of the first portion is greater than or equal to 0.22 and less than or equal to 0.

28.

75. The all terrain vehicle of claim 73, wherein A ratio of a length D3 of the adhesive containing groove extending along the second preset direction to a length D4 of the second portion extending along the second preset direction is greater than or equal to 0.2 and less than or equal to 0.

42.

76. A powertrain comprising: an engine, the engine comprising a crankshaft; a generator, the generator being at least partially disposed on one side of the engine; The generator includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms a accommodating space, and the rotor is arranged in the accommodating space; the ratio of the length of the rotor along the direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm / kw and less than or equal to 0.63 mm / kw.

77. The powertrain of claim 76, wherein: A ratio of the length of the rotor to the peak power of the generator is greater than or equal to 0.46 mm / kw and less than or equal to 0.58 mm / kw.

78. The powertrain of claim 76, wherein: A fixing portion is provided at one end of the crankshaft, the fixing portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixing portion.

79. The powertrain of claim 78, wherein: The rotor is provided with a first positioning member extending along the axial direction of the rotor, and the first positioning member is used for positioning between the rotor and the fixing part; the fixing part includes a connecting hole, and the rotor is connected to the fixing part through the connecting hole and a fastener.

80. The powertrain of claim 76, wherein: The length of the rotor along the rotation center line direction of the crankshaft is greater than or equal to 61 mm and less than or equal to 93 mm.

81. The powertrain of claim 76, wherein: The peak power of the generator is greater than or equal to 32 kW and less than or equal to 48 kW.

82. The powertrain of claim 76, wherein: The engine is provided with a second positioning member for positioning with the stator, and the second positioning member is provided on a side of the engine close to the generator.

83. The powertrain of claim 82, wherein: The stator is provided with a positioning hole matched with the second positioning member. When the stator is connected to the engine, the second positioning member is arranged in the positioning hole.

84. The powertrain of claim 76, wherein: The engine includes an intake manifold, a breather pipe and a cylinder head cover; an exhaust port is provided at one end of the cylinder head cover, an air intake port is provided between the intake manifold and the air filter, one end of the breather pipe is connected to the exhaust port, and the other end of the breather pipe is connected to the air intake port, and the air intake port is provided away from the filter element.

85. The powertrain of claim 84, wherein: The air filter includes a connecting pipe, one end of the air filter is connected to the outside, and the other end of the air filter is connected to the throttle mechanism through the connecting pipe.

86. The powertrain of claim 84, wherein: The breather pipe is in communication with the intake manifold through the intake port.

87. The powertrain of claim 86, wherein: An air inlet is formed on the connecting pipe, one end of the vent pipe is connected to the exhaust port, and the other end of the vent pipe is connected to the air inlet.

88. The powertrain of claim 76, wherein: The engine includes an air filter and a filter element arranged in the air filter; a throttle mechanism, and the throttle mechanism is at least partially arranged on the engine; the engine includes an intake manifold and a cylinder head cover, an exhaust port is provided at one end of the cylinder head cover, an air intake port is provided between the intake manifold and the air filter, an air transmission channel is formed between the exhaust port and the air intake port, and the air intake port is arranged away from the filter element.

89. The powertrain of claim 88, wherein: The air filter includes a connecting pipe, one end of the air filter is connected to the outside, and the other end of the air filter is connected to the throttle mechanism through the connecting pipe.

90. The powertrain of claim 88, wherein: The air delivery channel is communicated with the intake manifold through the air intake port.

91. The powertrain of claim 89, wherein: An air inlet is formed on the connecting pipe, one end of the air delivery channel is connected to the exhaust port, and the other end of the air delivery channel is connected to the air inlet.

92. The powertrain of claim 76, wherein: The engine includes a crankcase and a lubrication mechanism, and the lubrication mechanism is at least partially arranged on the crankcase; the engine also includes a balancing mechanism and a crankshaft-connecting rod mechanism, and the balancing mechanism includes a first bearing, a second bearing and a third bearing; the crankshaft-connecting rod mechanism includes a first bearing assembly, and the lubrication mechanism includes a first oil circuit, a second oil circuit and a third oil circuit, the first oil circuit connects the first bearing assembly and the first bearing, the second oil circuit connects the first bearing assembly and the second bearing, and the third oil circuit connects the first bearing assembly and the third bearing.

93. The powertrain of claim 92, wherein: The first bearing is provided with a through hole, and the lubricating oil in the first oil circuit flows into the first bearing through the through hole of the first bearing; the second bearing is provided with a through hole, and the lubricating oil in the second oil circuit flows into the second bearing through the through hole of the second bearing.

94. The powertrain of claim 93, wherein: The third bearing shell is provided with a through hole, and the lubricating oil in the third oil circuit flows into the third bearing shell through the through hole of the third bearing shell.

95. The powertrain of claim 94, wherein: The through hole of the first bearing is arranged on the side of the first bearing close to the cylinder body, and the through hole of the first bearing is also arranged on the side of the first bearing close to the crankcase; the structure of the second bearing is consistent with that of the first bearing, and the structure of the third bearing is consistent with that of the first bearing.

96. The powertrain of claim 92, wherein: The crankcase is formed with a first bearing seat, a second bearing seat and a third bearing seat for supporting the balancing mechanism; the second bearing seat is at least partially arranged between the first bearing seat and the second bearing seat; The first oil circuit is at least partially disposed on the first bearing seat, the second oil circuit is at least partially disposed on the second bearing seat, and the third oil circuit is at least partially disposed on the third bearing seat.

97. The powertrain of claim 76, wherein: The engine includes an ignition mechanism, a crankcase and an oil pan connected to the crankcase, the crankcase includes an oil baffle, and the oil baffle and the crankcase are integrally formed; an oil return hole is formed on the oil baffle, and on a projection plane perpendicular to the axial direction of the ignition mechanism, the projection area of ​​the oil return hole along the axial direction of the ignition mechanism on the projection plane is a first projection area S1, and the projection area of ​​the oil baffle along the axial direction of the ignition mechanism on the projection plane is a second projection area S2, and the ratio of the first projection area to the second projection area is greater than or equal to 0.08 and less than or equal to 0.

2.

98. The powertrain of claim 97, wherein: A ratio of the first projected area to the second projected area is greater than or equal to 0.09 and less than or equal to 0.

11.

99. The powertrain of claim 97, wherein: The crankcase forms a first accommodation space around itself, the oil pan forms a second accommodation space around the crankcase, and the oil baffle divides the first accommodation space and the second accommodation space.

100. The powertrain of claim 99, wherein: The oil return hole communicates with the first accommodating space and the second accommodating space.

101. The powertrain of claim 97, wherein: The first projected area S1 is greater than or equal to 1970 mm 2 and less than or equal to 2970mm 2 .

102. The powertrain of claim 97, wherein: The second projected area S2 is greater than or equal to 20600 mm 2 And less than or equal to 31000mm 2 .

103. The powertrain of claim 97, wherein: The engine further includes a crankshaft-connecting rod mechanism, and a minimum distance between the crankshaft-connecting rod mechanism and the oil baffle is greater than or equal to 2 mm and less than or equal to 5 mm.

104. The powertrain of claim 97, wherein: The crankcase is formed with a first bearing seat, a second bearing seat and a third bearing seat, and the second bearing seat is arranged between the first bearing seat and the third bearing seat; the oil return hole is at least partially arranged between the first bearing seat and the second bearing seat, and the oil return hole is also at least partially arranged between the second bearing seat and the third bearing seat.

105. The powertrain of claim 76, wherein: The engine also includes a water pump, which is formed with a accommodating space; the water pump includes a first air vent and a accommodating groove, one end of the first air vent is connected to the accommodating space, and the other end of the first vent passes through the water pump and is connected to the outside world; the accommodating groove is connected to the accommodating space, and the volume of the accommodating groove is greater than or equal to 3ml and less than or equal to 10ml.

106. The powertrain of claim 105, wherein: The water pump includes a water pump shaft and a housing. The water pump shaft is at least partially disposed in the accommodating space. The housing and the water pump shaft are rotatably connected. The first vent is disposed on the housing.

107. The powertrain of claim 106, wherein: The engine further includes a balancing mechanism, and one end of the water pump shaft extends to the outside of the accommodating space and is connected to the balancing mechanism.

108. The powertrain of claim 107, wherein: A fixing groove is provided at one end of the balancing mechanism connected to the water pump shaft, and a connecting piece is provided at one end of the water pump shaft connected to the balancing mechanism. The connecting piece is at least partially disposed in the fixing groove.

109. The powertrain of claim 76, wherein: The engine also includes a balancing block and a crankshaft signal disk. The balancing block is arranged on the crankshaft, and the crankshaft signal disk is connected to the crankshaft through the balancing block. A connecting portion for connecting to the crankshaft signal disk is formed on the balancing block, and the crankshaft signal disk is connected to the balancing block through a fastener and the connecting portion.

110. The powertrain of claim 109, wherein The crankshaft signal disc includes a first hole. When the crankshaft signal disc is connected to the balancing block, the axis of the first hole substantially coincides with the axis of the connecting portion. The crankshaft signal disc also includes a second hole disposed around the crankshaft signal disc.

111. The powertrain of claim 110, wherein On a projection plane perpendicular to the axis of the crankshaft signal disc, a projection area of ​​the second hole along the axis of the crankshaft signal disc on the projection plane is S1, and a projection area of ​​the crankshaft signal disc along its own axis on the projection plane is S2. The ratio of the projection area S1 of the second hole to the projection area S2 of the crankshaft signal disc is greater than or equal to 0.16 and less than or equal to 0.

28.

112. The powertrain of claim 111, wherein The projection area S3 formed by the crankshaft signal disc along its own axis on the projection plane is a ratio of the projection area S2 of the crankshaft signal disc to the projection area S3 formed by the crankshaft signal disc is greater than or equal to 0.25 and less than or equal to 0.41.

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