All-terrain vehicle

Abstract

The all-terrain vehicle comprises a vehicle frame, a walking system, a transmission system and a power system, the walking system is at least partially connected with the vehicle frame, the transmission system comprises a transmission shaft basically arranged in the length direction of the vehicle frame, the transmission shaft is in transmission connection to the walking system, and the power system comprises an engine and a speed change mechanism. The engine comprises a crankshaft in transmission connection with the speed change mechanism, the speed change mechanism is in transmission connection to the transmission shaft, and the rotation center line of the crankshaft extends in the width direction of the frame. The all-terrain vehicle is good in structure compactness.

Description

Technical Field

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

[0002] All-terrain vehicles (ATVs) are vehicles capable of traversing various terrains. ATVs can be used for off-road driving, racing, and freight transport. Specific models include SSVs (Side-by-Side Vehicles) and UTVs (Utility Vehicles). Most ATVs require a high degree of compactness in the internal structure of their power systems; therefore, improving the compactness of the power system within the overall ATV structure is a pressing issue that needs to be addressed. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an all-terrain vehicle whose power system has a compact and well-structured structure within the vehicle.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] An all-terrain vehicle includes a frame, a running gear, a transmission system, and a power system. The running gear is at least partially connected to the frame. The transmission system includes a driveshaft arranged substantially along the length of the frame, and the driveshaft is driven to the running gear. The power system includes an engine and a transmission mechanism. The engine includes a crankshaft driven to the transmission mechanism, and the transmission mechanism is driven to the driveshaft. The rotation center line of the crankshaft extends along the left-right direction of the frame. The engine is arranged in a state of gradually tilting from top to bottom towards the front or rear of the frame. The engine and the transmission mechanism are arranged along the left-right direction of the frame, with the transmission mechanism located to the left of the engine. Along the vertical direction of the frame, the engine and the driveshaft do not overlap.

[0006] Furthermore, the transmission mechanism includes a gear assembly and a continuously variable transmission (CVT), with the engine connected to the gear assembly via the CVT; the engine, CVT, and gear assembly are arranged sequentially along the left-right direction of the frame.

[0007] Furthermore, the all-terrain vehicle also includes a fuel tank supported by the frame, and a plane perpendicular to the left and right direction of the frame and passing through the center of the frame width is defined as the longitudinal plane; along the left and right direction of the frame, the centroid of the engine and the centroid of the fuel tank are located on both sides of the longitudinal plane.

[0008] Furthermore, the continuously variable transmission includes a drive wheel, a driven wheel, and a transmission component. The transmission component surrounds the drive wheel and the driven wheel. The crankshaft is connected to the drive wheel. The transmission component drives the driven wheel to rotate under the drive of the drive wheel. The driven wheel is connected to the gear assembly.

[0009] The continuously variable transmission is arranged in a way that gradually tilts towards the front of the frame from top to bottom; the rotation center line of the driven wheel is located above and behind the rotation center line of the driving wheel, and the rotation center line of the power output shaft of the gear assembly is located below and behind the rotation center line of the driven wheel. The power output shaft of the gear assembly is connected to the rear wheel drive of the running system.

[0010] Alternatively, the continuously variable transmission is arranged in a manner that gradually tilts towards the rear of the frame from top to bottom; the rotation center line of the driven wheel is located in front of and above the rotation center line of the driving wheel, the rotation center line of the power output shaft of the gear assembly is located behind and above the rotation center line of the driven wheel, and the power output shaft of the gear assembly is connected to the rear wheel drive of the running system.

[0011] Furthermore, the line connecting the shortest distance between the rotation center line of the driving gear and the rotation center line of the driven gear is defined as the first reference line, and the line connecting the shortest distance between the rotation center line of the power output shaft of the gear assembly and the rotation center line of the driven gear is defined as the second reference line. The first reference line and the second reference line are in the same plane.

[0012] The continuously variable transmission is arranged in a state of gradually tilting towards the front of the frame from top to bottom; the angle between the first reference line and any horizontal plane is smaller than the angle between the second reference plane and any horizontal plane.

[0013] Furthermore, the line connecting the shortest distance between the rotation center line of the driving gear and the rotation center line of the driven gear is defined as the first reference line, and the line connecting the shortest distance between the rotation center line of the power output shaft of the gear assembly and the rotation center line of the driven gear is defined as the second reference line. The first reference line and the second reference line are in the same plane.

[0014] The continuously variable transmission is arranged in a state of gradually tilting towards the rear of the frame from top to bottom; the angle between the first reference line and any horizontal plane is greater than the angle between the second reference plane and any horizontal plane.

[0015] Furthermore, the continuously variable transmission includes a drive wheel, a driven wheel, and a transmission component. The transmission component is a steel chain that surrounds the drive wheel and the driven wheel. The crankshaft of the engine is connected to the drive wheel, and the transmission component drives the driven wheel to rotate under the drive of the drive wheel. The driven wheel is connected to a gear assembly.

[0016] Furthermore, the continuously variable transmission (CVT) is arranged in a downward, gradually tilted direction towards the front or rear of the vehicle frame; the downward tilt of the CVT is the same as that of the engine.

[0017] Furthermore, the frame includes a bottom frame, the engine is located above the bottom frame, and the engine and the bottom frame together define a first accommodating space; the transmission mechanism includes a gear assembly, the power system also includes an electric motor, the all-terrain vehicle also includes a fuel tank, and at least one of the gear assembly, the electric motor and the fuel tank is located in the first accommodating space.

[0018] Furthermore, the all-terrain vehicle includes an intake manifold; along the longitudinal direction of the frame, the engine is arranged in a manner that gradually tilts downwards towards the front of the frame, thereby defining a second receiving space above and in front of the engine; the intake manifold is at least partially received within the second receiving space; or,

[0019] The engine is arranged in a position that gradually tilts towards the rear of the frame from top to bottom, and the intake manifold is at least partially housed in the first accommodating space.

[0020] This application, by setting the engine and drive shaft to not overlap and setting the crankshaft of the engine to extend along the left and right directions of the frame, allows the power system to be compactly arranged in the front-back and up-down directions within the frame at the cost of appropriately occupying the space of the frame along its left and right directions, which is beneficial to the overall space layout of the vehicle. Attached Figure Description

[0021] Figure 1 The structural diagram of the all-terrain vehicle provided in this application;

[0022] Figure 2 A partial structural schematic diagram of the all-terrain vehicle provided in this application;

[0023] Figure 3 A diagram showing the connection relationship between the power system and the transmission system of one implementation of the all-terrain vehicle provided in this application;

[0024] Figure 4 A schematic diagram of the power system of one implementation of the all-terrain vehicle provided in this application;

[0025] Figure 5 Another perspective structural schematic diagram of the power system in one implementation of the all-terrain vehicle provided in this application;

[0026] Figure 6 A schematic diagram of the power system structure of one implementation of the all-terrain vehicle provided in this application;

[0027] Figure 7 A schematic diagram showing the positional relationship between the power system and the drive shaft in one implementation of the all-terrain vehicle provided in this application;

[0028] Figure 8 A schematic diagram of the power system structure of one implementation of the all-terrain vehicle provided in this application;

[0029] Figure 9 A schematic diagram of the power system structure for another implementation of the all-terrain vehicle provided in this application;

[0030] Figure 10 for Figure 8 Schematic diagram of the cross section at point BB;

[0031] Figure 11 for Figure 10 Cross-sectional view at point CC;

[0032] Figure 12 for Figure 11 A schematic diagram of another implementation of the mid-section structure;

[0033] Figure 13 A schematic diagram of the power system structure of one implementation of the all-terrain vehicle provided in this application;

[0034] Figure 14 A schematic diagram showing the positional relationship between the power system and the drive shaft in another implementation of the all-terrain vehicle provided in this application;

[0035] Figure 15 A schematic diagram of the power system structure of one implementation of the all-terrain vehicle provided in this application;

[0036] Figure 16 A schematic diagram of the power system structure for another implementation of the all-terrain vehicle provided in this application;

[0037] Figure 17 for Figure 16 A cross-sectional schematic diagram of one implementation method of the internal structure of the power system;

[0038] Figure 18 for Figure 16 A cross-sectional schematic diagram of another implementation method of the internal structure of the power system. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0040] refer to Figure 1 and Figure 2This application provides an all-terrain vehicle 100, which includes a frame 11, a body panel 12, a running gear 13, a transmission system 14, and a power system 15. The body panel 12 is connected to the frame 11 and at least partially covers the outer periphery of the frame 11. The running gear 13 is at least partially connected to the frame 11. The power system 15 includes an engine 151, supported by the frame 11, and used to provide power. The transmission system 14 is disposed on the frame 11 and used to transmit at least a portion of the power generated by the power system 15 to the running gear 13, driving the running gear 13 to move. The frame 11 includes a front frame 111 and a rear frame 112. The running gear 13 includes two front wheels 131 and two rear wheels 132, with the front wheels 131 disposed on the front frame 111 and the rear wheels 132 disposed on the rear frame 112.

[0041] The all-terrain vehicle 100 provided in this application can be an SSV (Side-by-Side Vehicle). When the all-terrain vehicle 100 is traveling directly in front of it, the rotation center line of the front wheel 131 is defined as the first wheel axle 1311, and the rotation center line of the rear wheel 132 is defined as the second wheel axle 1321. The first wheel axle 1311 and the second wheel axle 1321 are parallel, and the distance between them is L. Depending on the specific vehicle model or type, the distance L generally ranges from 2060mm to 2300mm. One characteristic of the SSV type all-terrain vehicle 100 is that the overall vehicle is more compact than that of a regular passenger car. Therefore, the interior space of the all-terrain vehicle 100 and the space for installing components are relatively small, so the components need to be arranged as compactly as possible. By tilting the engine 151, this application not only reduces the space occupied by the entire power system 15 along the front-rear and vertical directions of the frame 11, but also defines a certain space for the various components to be accommodated, thereby reducing the overall installation size and ultimately achieving a compact layout of the whole vehicle.

[0042] It should be noted that in this application, the length direction of the all-terrain vehicle 100 frame 11 is taken as the front-rear direction, the width direction of the all-terrain vehicle 100 frame 11 is taken as the left-right direction, and the height direction of the all-terrain vehicle 100 frame 11 is taken as the up-down direction. To clearly illustrate the technical solution of this application, further details are provided... Figure 1 The middle defines front, back, left, right, top, and bottom.

[0043] refer to Figure 3 and Figure 4The power system 15 also includes a transmission mechanism 152. In one implementation, the transmission mechanism 152 includes a gear assembly 1521 and a continuously variable transmission (CVT). Specifically, the gear assembly 1521 has a structure containing a reduction gear set. The engine 151, the CVT 1522, and the gear assembly 1521 are connected sequentially. Power is generated by the engine 151 and ultimately output through the gear assembly 1521. Alternatively, the transmission mechanism 152 may consist only of the gear assembly 1521, which is directly connected to the engine 151. The power system 15 may also include an electric motor or other drive-enabled devices.

[0044] As one implementation, the all-terrain vehicle 100 provided in this application has a four-wheel drive mode. The gear assembly 1521 has at least two output sections, namely a first output section 1521a and a second output section 1521b. The transmission system 14 includes a front axle 141, a drive shaft 142, and a rear axle 143. The front axle 141 is mounted on the front frame 111 and is drive-connected to the front wheels 131. The drive shaft 142 connects the front axle 141 and the first output section 1521a of the gear assembly 1521, and is used to transmit at least a portion of the power output from the power system 15 to the front wheels 131. The rear axle 143 is integrated into the gear assembly 1521 and is drive-connected to the rear wheels 132. Specifically, the transmission mechanism 152 includes a housing with a cavity formed within it, and both the gear assembly 1521 and the rear axle 143 are located within the cavity. At least a portion of the power output from the second output section 1521b of the gear assembly 1521 is transmitted to the rear wheels 132 via the rear axle 143.

[0045] refer to Figure 5 In another implementation, drive shaft 142 includes a front drive shaft 1421 and a rear drive shaft (not shown in the figure). The rear drive shaft is connected between the rear axle 143 and the second output portion 1521b of the gear assembly 1521, and is used to transmit part of the power output from the gear assembly 1521 to the rear axle 143.

[0046] refer to Figure 3 and Figure 4In one implementation, the engine 151 and gear assembly 1521 are arranged side-by-side. Specifically, along the longitudinal direction of the frame 11, the engine 151 is positioned in front of the gear assembly 1521, and the two are arranged close together. The continuously variable transmission 1522 is located to the left or right of the engine 151 and gear assembly 1521. Furthermore, the rotation center line of the crankshaft of the engine 151 (not shown in the figure) extends substantially along the lateral direction of the frame 11, i.e., the width direction of the frame 11. In this implementation, since the crankshaft of the engine 151 extends along the lateral direction of the frame 11, the engine 151 can occupy relatively little space in the longitudinal direction. Moreover, since the engine 151 and gear assembly 1521 are distributed along the longitudinal direction of the frame 11, the gear assembly 1521 can utilize the space freed up by the engine 151 in the longitudinal direction, thus achieving a better space utilization for the entire powertrain 15 in the longitudinal direction.

[0047] refer to Figure 6 In one implementation, the engine 151 and the gear assembly 1521 are connected in series. Specifically, along the left-right direction of the frame 11, the engine 151 is positioned to the right of the gear assembly 1521, and the continuously variable transmission 1522 is at least partially located between the engine 151 and the gear assembly 1521. The rotation center line of the crankshaft (not shown in the figure) of the engine 151 extends substantially along the left-right direction of the frame 11, that is, along the width direction of the frame 11.

[0048] refer to Figure 7 As one implementation method, the engine 151 and driveshaft 142 do not overlap along the vertical direction of the frame 11. Understandably, by ensuring that the engine 151 and driveshaft 142 do not overlap, the driveshaft 142 is not positioned below the engine 151, thus reducing the space occupied by the entire power system 15 along the height direction of the frame 11 and improving the space utilization rate of the entire power system 15 within the frame 11. Furthermore, the crankshaft of the engine 151 extends along the left-right direction of the frame 11, making the entire power system 15 not only more compact in the front-rear direction, facilitating control of the wheelbase of the all-terrain vehicle 100, but also optimizing the power output path of the power system 15. This means that the power output point of the power system 15 is appropriately offset from the center of the engine 151 along the left-right direction of the frame 11, ensuring that the driveshaft 142 is not located below the engine 151, thereby reducing the space occupied by the power system 15 in the vertical direction. Ultimately, by appropriately occupying space in the frame 11 along its left and right directions, the power system 15 can be compactly arranged in the front-back and up-down directions within the frame 11, which is beneficial for the overall space layout of the vehicle.

[0049] A plane perpendicular to the left-right direction of the frame 11 and passing through the center of the width of the frame 11 is defined as the longitudinal plane 101. A straight line parallel to the front-back direction of the frame 11 and intersecting the rotation center line of the drive shaft 142 is defined as the longitudinal preset straight line 102. The longitudinal preset straight line 102 can be located within the longitudinal plane 101. Along the vertical direction of the frame 11, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 is an acute angle, ranging from 0° to 15°. Alternatively, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 can range from 0° to 10°. Alternatively, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 can range from 0° to 8°. Understandably, since the front axle 141, connected to the front end of the drive shaft 142, is basically located in the middle of the frame 11 along its left-right direction, the size of the included angle α actually depends on the position of the first output part 1521a of the gear assembly 1521 on the frame 11 along the left-right direction. When the included angle α is too large, it means that the first output part 1521a deviates too far from the longitudinal preset straight line 102 in the left-right direction, which will cause the power system 15 to be too far to the left or right on the frame 11, affecting the weight balance.

[0050] As one implementation, when viewing the drive shaft 142 and the engine 151 along the vertical direction of the frame 11, the drive shaft 142 is basically located to the left of the engine 151, the drive shaft 142 is basically located to the right of the longitudinal plane 101, and the engine 151 is basically located to the right of the longitudinal plane 101.

[0051] The all-terrain vehicle 100 also includes a fuel tank 153 supported by a frame 11. As one implementation, both the engine 151 and the fuel tank 153 are substantially located on one side of the longitudinal plane 101, while the continuously variable transmission 1522 is substantially located on the other side of the longitudinal plane 101. Specifically, the centroids of both the engine 151 and the fuel tank 153 are located on one side of the longitudinal plane 101; however, it is not required that they be entirely located on one side of the longitudinal plane 101. (See attached image.) Figure 7 For example, the centroids of both are located on the right side of the longitudinal plane 101, but parts of the engine 151 and fuel tank 153 are still located on the left side of the longitudinal plane 101. As another implementation, the engine 151 and fuel tank 153 are basically located on both sides of the longitudinal plane 101; specifically, the centroids of the engine 151 and fuel tank 153 are located on the left and right sides of the longitudinal plane 101. This allows the two relatively heavy modules, the power system 15 and fuel tank 153, supported by the frame 11, to achieve better balance in the left-right direction of the frame 11. This also allows the overall center of gravity of the engine 151 and fuel tank 153 to be as close as possible to the longitudinal plane 101, which is the center of the frame 11 along its left-right direction, helping to concentrate gravity and improve the left-right balance of the frame 11.

[0052] It is worth noting that the centroid mentioned above refers to the center of the three-dimensional shape of the structure. Taking the centroid of engine 151 as an example, this centroid can be understood as the centroid of the main body of engine 151, which consists of the oil pan, crankcase, cylinder block, cylinder head, and cylinder head cover. Specifically, the centroid of the main body of engine 151 can be understood as the intersection of the vertical center plane of the main body along the front-rear direction of the frame 11, the vertical center plane of the main body along the left-right direction of the frame 11, and the horizontal center plane of the main body along the up-down direction of the frame 11. The central plane of the main body in the front-rear direction of the frame 11 refers to the plane that passes through the midpoint between the frontmost and rearmost ends of the main body and is perpendicular to the front-rear direction. Similarly, the central plane of the main body in the left-right direction of the frame 11 refers to the plane that passes through the midpoint between the leftmost and rightmost ends of the main body and is perpendicular to the left-right direction. The central plane of the main body in the up-down direction of the frame 11 refers to the plane that passes through the midpoint between the uppermost and lowermost ends of the main body and is perpendicular to the up-down direction.

[0053] refer to Figure 8 As one implementation, a bottom frame 113 is provided on the rear frame 112. The bottom frame 113 is basically horizontal and located below the power system 15. The engine 151 has a centroid, which is defined as the main centroid 103. A pre-defined oblique straight line 104 is also defined, which passes through the main centroid 103 of the engine 151 and is parallel to the piston movement direction of the engine 151. The engine 151 is inclined, that is, the pre-defined oblique straight line 104 is set at an acute or obtuse angle with respect to the horizontal plane. Specifically, the engine 151 is arranged in a state of gradually tilting from top to bottom towards the front of the frame 11 or the rear of the power system 15. Compared with the basically vertically arranged engine 151, the inclined engine 151 can reduce the space occupied by the engine 151 in the vertical direction at the cost of occupying a small amount more space in the front-rear direction. Compared to a horizontally positioned engine 151, an angled engine 151 reduces its longitudinal space requirement by occupying only a small amount more vertical space. Therefore, in this implementation, by angled the engine 151, its longitudinal and vertical space requirements are reduced, improving its spatial adaptability within the compact all-terrain vehicle 100 frame.

[0054] In one implementation, the engine 151 is arranged at an angle that gradually tilts towards the front of the frame 11 from top to bottom. A certain amount of space is provided below and above the rear of the engine 151. The lower rear space and the bottom frame 113 together define a first accommodating space 105, which can be used to accommodate other components. The space above the front is a second accommodating space 106, which can also be used to accommodate components. In another implementation (see...) Figure 9 The engine 151 is arranged in a gradually tilted manner from top to bottom towards the rear of the frame 11. A certain amount of space is left above and below the rear of the engine 151. The lower front space and the bottom frame 113 together define a first accommodating space 105, which can be used to accommodate other parts. The space above the rear is a second accommodating space 106, which can also be used to accommodate parts.

[0055] Understandably, when the space is arranged reasonably, the first accommodating space 105 or the second accommodating space 106 can accommodate smaller components, such as electrical components, or larger components, such as motors, gear assemblies 1521, and fuel tanks 153. In one implementation, the throttle body (not shown), intake manifold, air filter, turbocharger, and exhaust assembly are installed within the first accommodating space 105 and the second accommodating space 106. These components act on the engine 151. By placing them within the accommodating space, the space occupied by these components and the overall structure of the engine 151 in the front-to-back and vertical directions can be reduced, thus optimizing the spatial layout of these components and the overall structure of the engine 151.

[0056] refer to Figure 10 and Figure 11In one implementation, the engine 151, continuously variable transmission (CVT) 1522, and gear assembly 1521 are arranged such that the CVT 1522 is basically located to the left of the engine 151, and the gear assembly 1521 is basically located to the rear of the CVT 1522. The engine 151, CVT 1522, and gear assembly 1521 are connected sequentially. The CVT 1522 contains components such as a drive wheel 1522b, a driven wheel 1522c, and a transmission component 1522f. The crankshaft of the engine 151 is driven by the drive wheel 1522b of the CVT 1522. The drive wheel 1522b is driven by the driven wheel 1522c through the transmission component 1522f. The driven wheel 1522c is driven by the input end of the gear assembly 1521. The input end of the gear assembly 1521 is driven by the power output shaft 1521c of the gear assembly 1521 through a transmission structure within the gear assembly 1521. The power output shaft 1521c of the gear assembly 1521 is the second output part 1521b of the gear assembly 1521. The first output part 1521a of the gear assembly 1521 is located at the bottom of the gear assembly 1521 and is connected to the second output part 1521b in a transmission manner. The transmission component 1522f is connected end to end and is specifically a steel belt. The steel belt has the advantages of light weight, small size, and simple structure, which makes it easy to adapt to the compact power system 15 of this application. In an optional implementation, the transmission component 1522f is a steel chain, which has better transmission efficiency and load-bearing capacity.

[0057] As one implementation, the continuously variable transmission 1522 has a transmission chamber 1522h, which is used to accommodate the driving wheel 1522b and the driven wheel 1522c. The gear assembly 1521 has a gear chamber 1521d, which is used to accommodate gears and other transmission components (not shown in the figure).

[0058] In one implementation, the engine 151, the continuously variable transmission (CVT) 1522, and the gear assembly 1521 each have independent housing structures. These three housing structures are fixedly connected. This connection can be achieved by sequentially fixing the housings of the engine 151, CVT 1522, and gear assembly 1521, or by fixing any two of these housings. In another implementation, the housings of the CVT 1522 and gear assembly 1521 are integrally formed and fixedly connected to the housing of the engine 151.

[0059] refer to Figure 11 and Figure 12As one implementation, the continuously variable transmission 1522 is provided with a third preset straight line 108 and a fourth preset straight line 109. The third preset straight line 108 is the rotation center line of the driving wheel 1522b, and the fourth preset straight line 109 is the rotation center line of the driven wheel 1522c. The gear assembly 1521 is provided with a fifth preset straight line 110, which is the rotation center line of the power output shaft 1521c of the gear assembly 1521. This power output shaft 1521c acts on the rear wheel 132.

[0060] In one specific implementation (see...) Figure 11 The tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, and both are arranged in a state of gradually tilting from top to bottom towards the front of the frame 113. The fourth preset straight line 109 is located above and behind the third preset straight line 108, the fourth preset straight line 109 is located above and in front of the fifth preset straight line 110, and the third preset straight line 108 is located above and in front of the fifth preset straight line 110.

[0061] Since the drive wheel 1522b and driven wheel 1522c are the main components within the continuously variable transmission (CVT) 1522, and the CVT 1522's shape is basically designed around the drive wheel 1522b and driven wheel 1522c, the arrangement of the drive wheel 1522b and driven wheel 1522c affects the CVT 1522's external structure. Based on the above description of the positional relationship between the third preset straight line 108 and the fourth preset straight line 109, the driven wheel 1522c is basically located behind and slightly above the drive wheel 1522b. Therefore, the CVT 1522 is basically tilted, gradually tilting towards the front of the frame 11 from top to bottom. The tilted CVT 1522 can also form a space for accommodating components. Specifically, the lower rear of the CVT 1522 and the bottom frame 113 together form a third accommodating space 1521e.

[0062] Based on the above description of the positional relationship between the fifth preset straight line 110 and the third preset straight line 108 and the fourth preset straight line 109, it is equivalent to the gear assembly 1521 being located below and behind the continuously variable transmission 1522, that is, the front part of the gear assembly 1521 being located within the third accommodating space 1521e.

[0063] The above configuration can reduce the space occupied by the continuously variable transmission 1522 and the gear assembly 1521 in the front-rear direction of the power system 15.

[0064] It is worth noting that the tilt direction of the engine 151 is the same as that of the continuously variable transmission (CVT) 1522, both gradually tilting downwards towards the front of the frame 11. Since the engine 151 occupies more vertical space along the frame 11 than the combination of the CVT 1522 and gear assembly 1521, and the combination of the CVT 1522 and gear assembly 1521 occupies more front-rear space along the frame 11 than the engine 151, the tilted configuration of the engine 151 allows it to exchange front-rear space for vertical space, thus reducing the size difference between the CVT 1522 / gear assembly and the engine 151 in the vertical direction. Similarly, the tilted configuration of the CVT 1522 allows the combination of the CVT 1522 and gear assembly 1521 to reduce its front-rear dimensions by utilizing the third accommodating space 1521e, further reducing the size difference between the combination and the engine 151 in the front-rear direction. Ultimately, this will allow the entire power system 15 to have a more compact structure and a more efficient space utilization.

[0065] The line connecting the shortest distance between the third preset line 108 and the fourth preset line 109 is the first reference line 1081, and the line connecting the shortest distance between the fourth preset line 109 and the fifth preset line 110 is the second reference line 1091. The first reference line 1081 and the second reference line 1091 lie in the same vertical plane. The angle γ1 between the first reference line 1081 and the second reference line 1091 is a minor angle. The angle γ2 between the first reference line 1081 and the horizontal plane is an acute angle. The angle γ3 between the second reference line 1091 and the horizontal plane is an acute angle. Angle γ2 is smaller than angle γ3.

[0066] Based on the range settings of γ1, γ2, and γ3, the space occupied by the continuously variable transmission 1522 and gear assembly 1521 along the front-rear direction of the frame 11 is minimized as much as possible, while avoiding excessive space occupation along the vertical direction of the power system 15. Ultimately, this results in a more compact structure and higher space utilization for the continuously variable transmission 1522 and gear assembly 1521.

[0067] In another specific implementation (see...) Figure 12 The tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, and both are arranged in a state of gradually tilting from top to bottom towards the rear of the frame 113. The fourth preset straight line 109 is located in front of and above the third preset straight line 108, the fourth preset straight line 109 is located in front of and above the fifth preset straight line 110, and the third preset straight line 108 is located in front of and below the fifth preset straight line 110.

[0068] Since the driving pulley 1522b and driven pulley 1522c are the main components within the continuously variable transmission (CVT) 1522, and the CVT 1522's shape is basically designed around the driving pulley 1522b and driven pulley 1522c, the arrangement of the driving pulley 1522b and driven pulley 1522c will affect the external structure of the CVT 1522. In this implementation, a fourth accommodating space 1521f is formed at the rear upper part of the CVT 1522.

[0069] Based on the above description of the positional relationship between the fifth preset straight line 110 and the third preset straight line 108 and the fourth preset straight line 109, it is equivalent to the gear assembly 1521 being located above and behind the continuously variable transmission 1522, that is, the front part of the gear assembly 1521 being located within the fourth accommodating space 1521f.

[0070] The above configuration can reduce the space occupied by the continuously variable transmission 1522 and the gear assembly 1521 in the front-rear direction of the power system 15.

[0071] Furthermore, the tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, both gradually tilting downwards towards the rear of the frame 11. This ultimately allows the entire powertrain 15 to have a more compact structure and more efficient space utilization. In addition, the power output shaft 1521c of the gear assembly 1521 is positioned higher than the third preset straight line 108, that is, higher than the rotation center line of the drive wheel 1522b. Through the above arrangement, the all-terrain vehicle of this application can be applied to certain models that require a higher power output shaft 1521c.

[0072] In this implementation, the angle γ1 between the first reference line 1081 and the second reference line 1091 is a minor angle. The angle γ2 between the first reference line 1081 and the horizontal plane is an acute angle. The angle γ3 between the second reference line 1091 and the horizontal plane is an acute angle. Angle γ2 is greater than angle γ3.

[0073] Based on the range settings of γ1, γ2, and γ3, the space occupied by the continuously variable transmission 1522 and gear assembly 1521 along the front-rear direction of the frame 11 is minimized as much as possible, while avoiding excessive space occupation along the vertical direction of the power system 15. Ultimately, this results in a more compact structure and higher space utilization for the continuously variable transmission 1522 and gear assembly 1521.

[0074] refer to Figure 13In one implementation, the engine 151 and the gear assembly 1521 are connected in series. Specifically, along the left-right direction of the frame 11, the engine 151 is arranged to the left of the gear assembly 1521, and the continuously variable transmission 1522 is at least partially located between the engine 151 and the gear assembly 1521. The rotation center line of the crankshaft (not shown in the figure) of the engine 151 extends substantially along the left-right direction of the frame 11, that is, along the width direction of the frame 11.

[0075] refer to Figure 14 As one implementation method, the engine 151 and drive shaft 142 do not overlap along the vertical direction of the frame 11. Understandably, by setting the engine 151 and drive shaft 142 to not overlap, the height of the drive shaft 142 is prevented from being set too low, thus reducing the space occupied by the entire power system 15 along the height direction of the frame 11 and improving the space utilization rate of the entire power system 15 within the frame 11. Furthermore, the crankshaft of the engine 151 extends along the left-right direction of the frame 11, making the entire power system 15 not only more compact in the front-rear direction, facilitating control of the wheelbase of the all-terrain vehicle 100, but also optimizing the power output path of the power system 15. This means that the power output point of the power system 15 is appropriately offset from the center of the engine 151 along the left-right direction of the frame 11, ensuring that the height of the connection end of the drive shaft 142 is not too low, further reducing the space occupied by the power system 15 in the vertical direction. Ultimately, by appropriately occupying space in the frame 11 along its left and right directions, the power system 15 can be compactly arranged in the front-back and up-down directions within the frame 11, which is beneficial for the overall space layout of the vehicle.

[0076] Along the vertical direction of the frame 11, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 is an acute angle, ranging from 0° to 15°. Alternatively, the angle α can range from 0° to 10°. Another possible implementation is a range of 0° to 8°. Understandably, since the front axle 141 connected to the front end of the drive shaft 142 is essentially located in the middle of the frame 11 along its left-right direction, the size of the angle α actually depends on the position of the first output portion 1521a of the gear assembly 1521 on the frame 11 along the left-right direction. If the angle α is too large, it means that the first output portion 1521a deviates too far from the longitudinal preset straight line 102 in the left-right direction, which will cause the power system 15 to be too far to the left or right on the frame 11, affecting weight balance.

[0077] In one implementation, the drive shaft 142 is basically located on the right side of the engine 151, the drive shaft 142 is basically located on the left side of the longitudinal plane 101, and the engine 151 is basically located on the left side of the longitudinal plane 101.

[0078] In one implementation, the engine 151 and fuel tank 153 are both substantially located on one side of the longitudinal plane 101, while the continuously variable transmission 1522 is substantially located on the other side of the longitudinal plane 101. Specifically, the centroids of the engine 151 and the fuel tank 153 are both located on one side of the longitudinal plane 101, but this is not a requirement that they must all be located on one side of the longitudinal plane 101. (See attached image.) Figure 14 For example, the centroids of both are located on the left side of the longitudinal plane 101, but parts of the engine 151 and fuel tank 153 are still located on the right side of the longitudinal plane 101. As another implementation, the engine 151 and fuel tank 153 are basically located on both sides of the longitudinal plane 101; specifically, the centroids of the engine 151 and fuel tank 153 are located on the left and right sides of the longitudinal plane 101. This allows the two relatively heavy modules, the power system 15 and fuel tank 153, supported by the frame 11, to achieve better balance in the left-right direction of the frame 11. This also allows the overall center of gravity of the engine 151 and fuel tank 153 to be as close as possible to the longitudinal plane 101, which is the center of the frame 11 along its left-right direction, helping to concentrate gravity and improve the left-right balance of the frame 11.

[0079] It is worth noting that the centroid mentioned above refers to the center of the three-dimensional shape of the structure. Taking the centroid of engine 151 as an example, this centroid can be understood as the centroid of the main body of engine 151, which consists of the oil pan, crankcase, cylinder block, cylinder head, and cylinder head cover. Specifically, the centroid of the main body of engine 151 can be understood as the intersection of the vertical center plane of the main body along the front-rear direction of the frame 11, the vertical center plane of the main body along the left-right direction of the frame 11, and the horizontal center plane of the main body along the up-down direction of the frame 11. The central plane of the main body in the front-rear direction of the frame 11 refers to the plane that passes through the midpoint between the frontmost and rearmost ends of the main body and is perpendicular to the front-rear direction. Similarly, the central plane of the main body in the left-right direction of the frame 11 refers to the plane that passes through the midpoint between the leftmost and rightmost ends of the main body and is perpendicular to the left-right direction. The central plane of the main body in the up-down direction of the frame 11 refers to the plane that passes through the midpoint between the uppermost and lowermost ends of the main body and is perpendicular to the up-down direction.

[0080] refer to Figure 15As one implementation, a bottom frame 113 is provided on the rear frame 112. The bottom frame 113 is basically horizontal and located below the power system 15. The engine 151 has a centroid, which is defined as the main centroid 103. A pre-defined oblique straight line 104 is also defined, which passes through the main centroid 103 of the engine 151 and is parallel to the piston movement direction of the engine 151. The engine 151 is inclined, that is, the pre-defined oblique straight line 104 is set at an acute or obtuse angle with respect to the horizontal plane. Specifically, the engine 151 is arranged in a state of gradually tilting from top to bottom towards the front of the frame 11 or the rear of the power system 15. Compared with the basically vertically arranged engine 151, the inclined engine 151 can reduce the space occupied by the engine 151 in the vertical direction at the cost of occupying a small amount more space in the front-rear direction. Compared to a horizontally positioned engine 151, an angled engine 151 reduces its longitudinal space requirement by occupying only a small amount more vertical space. Therefore, in this implementation, by angled the engine 151, its longitudinal and vertical space requirements are reduced, improving its spatial adaptability within the compact all-terrain vehicle 100 frame.

[0081] refer to Figure 15 In one implementation, the engine 151 is arranged in a gradually tilted manner from top to bottom towards the front of the frame 11. A certain amount of space is provided at the lower rear and upper front of the engine 151. The lower rear space and the bottom frame 113 together define a first accommodating space 105, which can be used to accommodate other components. The space at the upper front is a second accommodating space 106, which can also be used to accommodate components. In another implementation (see...) Figure 16 The engine 151 is arranged in a gradually tilted manner from top to bottom towards the rear of the frame 11. A certain amount of space is left above and below the rear of the engine 151. The lower front space and the bottom frame 113 together define a first accommodating space 105, which can be used to accommodate other parts. The space above the rear is a second accommodating space 106, which can also be used to accommodate parts.

[0082] Understandably, when the space is arranged reasonably, the first accommodating space 105 or the second accommodating space 106 can accommodate smaller components, such as electrical parts, or larger components, such as motors, gear assemblies 1521, and oil tanks 153.

[0083] refer to Figure 13 and Figure 17In one implementation, the engine 151, continuously variable transmission (CVT) 1522, and gear assembly 1521 are arranged such that the CVT 1522 is basically located to the right of the engine 151, and the gear assembly 1521 is basically located to the rear of the CVT 1522. The engine 151, CVT 1522, and gear assembly 1521 are connected sequentially. The CVT 1522 contains components such as a drive wheel 1522b, a driven wheel 1522c, and a transmission component 1522f. The crankshaft of the engine 151 is driven by the drive wheel 1522b of the CVT 1522. The drive wheel 1522b is driven by the driven wheel 1522c via the transmission component 1522f. The driven wheel 1522c is driven by the input end of the gear assembly 1521. The input end of the gear assembly 1521 is driven by the power output shaft 1521c of the gear assembly 1521 through a transmission structure within the gear assembly 1521. The power output shaft 1521c of the gear assembly 1521 is the second output part 1521b of the gear assembly 1521. The first output part 1521a of the gear assembly 1521 is located at the bottom of the gear assembly 1521 and is connected to the second output part 1521b in a transmission manner. The transmission component 1522f is connected end to end and is specifically a steel belt. The steel belt has the advantages of light weight, small size, and simple structure, which makes it easy to adapt to the compact power system 15 of this application. In an optional implementation, the transmission component 1522f is a steel chain, which has better transmission efficiency and load-bearing capacity.

[0084] As one implementation, the continuously variable transmission 1522 has a transmission chamber 1522h, which is used to accommodate the driving wheel 1522b and the driven wheel 1522c. The gear assembly 1521 has a gear chamber 1521d, which is used to accommodate gears and other transmission components (not shown in the figure).

[0085] In one implementation, the engine 151, the continuously variable transmission (CVT) 1522, and the gear assembly 1521 each have independent housing structures. These three housing structures are fixedly connected. This connection can be achieved by sequentially fixing the housings of the engine 151, CVT 1522, and gear assembly 1521, or by fixing any two of these housings. In another implementation, the housings of the CVT 1522 and gear assembly 1521 are integrally formed and fixedly connected to the housing of the engine 151.

[0086] refer to Figure 17 and Figure 18As one implementation, the continuously variable transmission 1522 is provided with a third preset straight line 108 and a fourth preset straight line 109. The third preset straight line 108 is the rotation center line of the driving wheel 1522b, and the fourth preset straight line 109 is the rotation center line of the driven wheel 1522c. The gear assembly 1521 is provided with a fifth preset straight line 110, which is the rotation center line of the power output shaft 1521c of the gear assembly 1521. This power output shaft 1521c acts on the rear wheel 132.

[0087] In one specific implementation (see...) Figure 17 The tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, and both are arranged in a state of gradually tilting from top to bottom towards the front of the frame 113. The fourth preset straight line 109 is located above and behind the third preset straight line 108, the fourth preset straight line 109 is located above and in front of the fifth preset straight line 110, and the third preset straight line 108 is located above and in front of the fifth preset straight line 110.

[0088] Since the drive wheel 1522b and driven wheel 1522c are the main components within the continuously variable transmission (CVT) 1522, and the CVT 1522's shape is basically designed around the drive wheel 1522b and driven wheel 1522c, the arrangement of the drive wheel 1522b and driven wheel 1522c affects the CVT 1522's external structure. Based on the above description of the positional relationship between the third preset straight line 108 and the fourth preset straight line 109, the driven wheel 1522c is basically located behind and slightly above the drive wheel 1522b. Therefore, the CVT 1522 is basically tilted, gradually tilting towards the front of the frame 11 from top to bottom. The tilted CVT 1522 can also form a space for accommodating components. Specifically, the lower rear of the CVT 1522 and the bottom frame 113 together form a third accommodating space 1521e.

[0089] Based on the above description of the positional relationship between the fifth preset straight line 110 and the third preset straight line 108 and the fourth preset straight line 109, it is equivalent to the gear assembly 1521 being located below and behind the continuously variable transmission 1522, that is, the front part of the gear assembly 1521 being located within the third accommodating space 1521e.

[0090] The above configuration can reduce the space occupied by the continuously variable transmission 1522 and the gear assembly 1521 in the front-rear direction of the power system 15.

[0091] It is worth noting that the tilt direction of the engine 151 is the same as that of the continuously variable transmission (CVT) 1522, both gradually tilting downwards towards the front of the frame 11. Since the engine 151 occupies more vertical space along the frame 11 than the combination of the CVT 1522 and gear assembly 1521, and the combination of the CVT 1522 and gear assembly 1521 occupies more front-rear space along the frame 11 than the engine 151, the tilted configuration of the engine 151 allows it to exchange front-rear space for vertical space, thus reducing the size difference between the CVT 1522 / gear assembly and the engine 151 in the vertical direction. Similarly, the tilted configuration of the CVT 1522 allows the combination of the CVT 1522 and gear assembly 1521 to reduce its front-rear dimensions by utilizing the third accommodating space 1521e, further reducing the size difference between the combination and the engine 151 in the front-rear direction. Ultimately, this will allow the entire power system 15 to have a more compact structure and a more efficient space utilization.

[0092] The line connecting the shortest distance between the third preset line 108 and the fourth preset line 109 is the first reference line 1081, and the line connecting the shortest distance between the fourth preset line 109 and the fifth preset line 110 is the second reference line 1091. The first reference line 1081 and the second reference line 1091 lie in the same vertical plane. The angle γ1 between the first reference line 1081 and the second reference line 1091 is a minor angle. The angle γ2 between the first reference line 1081 and the horizontal plane is an acute angle. The angle γ3 between the second reference line 1091 and the horizontal plane is an acute angle. Angle γ2 is smaller than angle γ3.

[0093] Based on the range settings of γ1, γ2, and γ3, the space occupied by the continuously variable transmission 1522 and gear assembly 1521 along the front-rear direction of the frame 11 is minimized as much as possible, while avoiding excessive space occupation along the vertical direction of the power system 15. Ultimately, this results in a more compact structure and higher space utilization for the continuously variable transmission 1522 and gear assembly 1521.

[0094] In another specific implementation (see...) Figure 18 The tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, and both are arranged in a state of gradually tilting from top to bottom towards the rear of the frame 113. The fourth preset straight line 109 is located in front of and above the third preset straight line 108, the fourth preset straight line 109 is located in front of and above the fifth preset straight line 110, and the third preset straight line 108 is located in front of and below the fifth preset straight line 110.

[0095] Since the driving pulley 1522b and driven pulley 1522c are the main components within the continuously variable transmission (CVT) 1522, and the CVT 1522's shape is basically designed around the driving pulley 1522b and driven pulley 1522c, the arrangement of the driving pulley 1522b and driven pulley 1522c will affect the external structure of the CVT 1522. In this implementation, a fourth accommodating space 1521f is formed at the rear upper part of the CVT 1522.

[0096] Based on the above description of the positional relationship between the fifth preset straight line 110 and the third preset straight line 108 and the fourth preset straight line 109, it is equivalent to the gear assembly 1521 being located above and behind the continuously variable transmission 1522, that is, the front part of the gear assembly 1521 being located within the fourth accommodating space 1521f.

[0097] The above configuration can reduce the space occupied by the continuously variable transmission 1522 and the gear assembly 1521 in the front-rear direction of the power system 15.

[0098] Furthermore, the tilt direction of the engine 151 is the same as that of the continuously variable transmission 1522, both gradually tilting downwards towards the rear of the frame 11. This ultimately allows the entire powertrain 15 to have a more compact structure and more efficient space utilization. In addition, the power output shaft 1521c of the gear assembly 1521 is positioned higher than the third preset straight line 108, that is, higher than the rotation center line of the drive wheel 1522b. Through the above arrangement, the all-terrain vehicle of this application can be applied to certain models that require a higher power output shaft 1521c.

[0099] In this implementation, the angle γ1 between the first reference line 1081 and the second reference line 1091 is a minor angle. The angle γ2 between the first reference line 1081 and the horizontal plane is an acute angle. The angle γ3 between the second reference line 1091 and the horizontal plane is an acute angle. Angle γ2 is greater than angle γ3.

[0100] Based on the range settings of γ1, γ2, and γ3, the space occupied by the continuously variable transmission 1522 and gear assembly 1521 along the front-rear direction of the frame 11 is minimized as much as possible, while avoiding excessive space occupation along the vertical direction of the power system 15. Ultimately, this results in a more compact structure and higher space utilization for the continuously variable transmission 1522 and gear assembly 1521.

[0101] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An all-terrain vehicle, comprising: Frame; A walking system, at least partially connected to the vehicle frame; A drive system comprising a drive shaft arranged substantially along the longitudinal direction of the vehicle frame, the drive shaft being driveably connected to the running gear; A power system, the power system including an engine and a transmission mechanism, the engine including a crankshaft that is drive-connected to the transmission mechanism, the transmission mechanism being drive-connected to the drive shaft; The crankshaft's rotation center line extends along the left-right direction of the vehicle frame; the engine is arranged in a state of gradually tilting from top to bottom towards the front or rear of the vehicle frame; the engine and the transmission mechanism are arranged along the left-right direction of the vehicle frame; the transmission mechanism is located to the left of the engine; along the up-down direction of the vehicle frame; and the engine and the drive shaft do not overlap.

2. The all-terrain vehicle according to claim 1, characterized in that: The transmission mechanism includes a gear assembly and a continuously variable transmission (CVT), and the engine is connected to the gear assembly via the CVT. The engine, the CVT, and the gear assembly are arranged sequentially along the left-right direction of the vehicle frame.

3. The all-terrain vehicle according to claim 2, characterized in that: The all-terrain vehicle also includes a fuel tank supported by the frame. A longitudinal plane is defined as a plane perpendicular to the left and right direction of the frame and passing through the center of the frame width. Along the left and right direction of the frame, the centroid of the engine and the centroid of the fuel tank are located on both sides of the longitudinal plane.

4. The all-terrain vehicle according to claim 2, characterized in that: The continuously variable transmission includes a drive wheel, a driven wheel, and a transmission component. The transmission component surrounds the drive wheel and the driven wheel. The crankshaft is driven to the drive wheel. The transmission component drives the driven wheel to rotate under the drive wheel. The driven wheel is driven to the gear assembly. The continuously variable transmission is arranged in a state of gradually tilting towards the front of the frame from top to bottom; the rotation center line of the driven wheel is located above and behind the rotation center line of the driving wheel, the rotation center line of the power output shaft of the gear assembly is located below and behind the rotation center line of the driven wheel, and the power output shaft of the gear assembly is connected to the rear wheel drive of the walking system. Alternatively, the continuously variable transmission is arranged in a state of gradually tilting towards the rear of the frame from top to bottom; the rotation center line of the driven wheel is located in front of and above the rotation center line of the driving wheel, the rotation center line of the power output shaft of the gear assembly is located behind and above the rotation center line of the driven wheel, and the power output shaft of the gear assembly is connected to the rear wheel drive of the walking system.

5. The all-terrain vehicle according to claim 4, characterized in that: The line connecting the shortest distance between the rotation center line of the driving wheel and the rotation center line of the driven wheel is defined as the first reference line, and the line connecting the shortest distance between the rotation center line of the power output shaft of the gear assembly and the rotation center line of the driven wheel is defined as the second reference line. The first reference line and the second reference line are in the same plane. The continuously variable transmission is arranged in a state of gradually tilting towards the front of the vehicle frame from top to bottom; the angle between the first reference line and any horizontal plane is smaller than the angle between the second reference line and any horizontal plane.

6. The all-terrain vehicle according to claim 4, characterized in that: The line connecting the shortest distance between the rotation center line of the driving wheel and the rotation center line of the driven wheel is defined as the first reference line, and the line connecting the shortest distance between the rotation center line of the power output shaft of the gear assembly and the rotation center line of the driven wheel is defined as the second reference line. The first reference line and the second reference line are in the same plane. The continuously variable transmission is arranged in a state of gradually tilting towards the rear of the vehicle frame from top to bottom; the angle between the first reference line and any horizontal plane is greater than the angle between the second reference line and any horizontal plane.

7. The all-terrain vehicle according to claim 2, characterized in that: The continuously variable transmission includes a drive wheel, a driven wheel, and a transmission component. The transmission component is a steel chain that surrounds the drive wheel and the driven wheel. The crankshaft of the engine is driven to the drive wheel. The transmission component drives the driven wheel to rotate under the drive wheel. The driven wheel is driven to the gear assembly.

8. The all-terrain vehicle according to claim 2, characterized in that: The continuously variable transmission (CVT) is arranged in a state of gradually tilting from top to bottom towards the front or rear of the vehicle frame; the tilting direction of the CVT from top to bottom is the same as that of the engine from top to bottom.

9. The all-terrain vehicle according to claim 1, characterized in that: The vehicle frame includes a bottom frame, the engine is located above the bottom frame, and the engine and the bottom frame together define a first accommodating space; the transmission mechanism includes a gear assembly, the power system includes an electric motor, the all-terrain vehicle includes a fuel tank, and at least one of the gear assembly, the electric motor and the fuel tank is located in the first accommodating space.

10. The all-terrain vehicle according to claim 9, characterized in that: The all-terrain vehicle includes an intake manifold; along the longitudinal direction of the frame, the engine is arranged in a manner that gradually tilts downwards towards the front of the frame, such that a second accommodating space is defined above and in front of the engine; the intake manifold is at least partially accommodated within the second accommodating space; or... The engine is arranged in a state of gradually tilting towards the rear of the vehicle frame from top to bottom, and the intake manifold is at least partially housed within the first accommodating space.

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