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 longitudinal direction of the frame, which is driven to the running gear. The power system includes a transmission mechanism and an engine. A crankshaft is driven to the driveshaft via the transmission mechanism. The transmission mechanism includes a gear assembly and a continuously variable transmission (CVT). The CVT is driven between the crankshaft and the gear assembly, and the gear assembly is driven to the driveshaft. The rotation center line of the crankshaft extends along the lateral direction of the frame. The engine and the gear assembly are arranged sequentially along the longitudinal direction of the frame. The gear assembly is located in front of the engine. Along the lateral direction of the frame, the CVT is located to the left or right of the engine.

[0006] Furthermore, along the vertical direction of the frame, the engine and drive shaft do not overlap.

[0007] Furthermore, a plane perpendicular to the left-right direction of the frame and passing through the center of the frame width is defined as the longitudinal plane, and a straight line parallel to the front-back direction of the frame and intersecting the rotation center line of the drive shaft is defined as the longitudinal preset straight line. The longitudinal preset straight line is located in the longitudinal plane; along the up-down direction of the frame, the angle between the rotation center line of the drive shaft and the longitudinal preset straight line ranges from 0° to 15°.

[0008] Furthermore, the angle between the rotation center line of the drive shaft and the longitudinal preset straight line ranges from 0° to 10°.

[0009] Furthermore, the angle between the rotation center line of the drive shaft and the longitudinal preset straight line ranges from 0° to 8°.

[0010] Furthermore, the frame includes a bottom frame located below the engine, with the engine arranged in a manner that gradually tilts from top to bottom toward the front or rear of the frame, such that the engine and the bottom frame together define a first accommodating space.

[0011] Furthermore, the power system also includes an electric motor, and the all-terrain vehicle also includes a fuel tank, an intake manifold, a turbocharger, and an exhaust assembly, with at least one of the gear assembly, electric motor, fuel tank, intake manifold, turbocharger, and exhaust assembly located within the first accommodating space.

[0012] Furthermore, along the longitudinal direction of the frame, the engine is arranged in a state of gradually tilting towards the front of the frame from top to bottom, with the first accommodating space located at the rear of the engine, and the turbocharger and / or exhaust assembly being at least partially accommodated in the first accommodating space; or, the engine is arranged in a state of gradually tilting towards the rear of the frame from top to bottom, such that a second accommodating space is defined above and behind the engine; the turbocharger and / or exhaust assembly being at least partially accommodated in the second accommodating space.

[0013] Furthermore, along the longitudinal direction of the frame, the engine is arranged in a state of gradually tilting towards the front of the frame from top to bottom, so that a second accommodating space is defined above the front of the engine; the intake manifold is at least partially accommodated in the second accommodating space; or, the engine is arranged in a state of gradually tilting towards the rear of the frame from top to bottom, and the intake manifold is at least partially accommodated in the first accommodating space.

[0014] Furthermore, the all-terrain vehicle also includes a fuel tank supported by the frame. 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 engine and fuel tank are basically located on one side of the longitudinal plane, and the transmission mechanism is basically located on the other side of the longitudinal plane.

[0015] Furthermore, the continuously variable transmission includes a transmission element and drive wheels and driven wheels spaced apart along the front-rear direction of the vehicle frame. The transmission element is a steel belt or steel chain, and it surrounds the drive wheels and driven wheels. The crankshaft of the engine is connected to the drive wheel, and the transmission element drives the driven wheel to rotate under the drive of the drive wheel. The driven wheel is connected to the gear assembly.

[0016] Furthermore, the gear assembly is provided with a rear wheel output section, which is connected to the rear wheel drive of the walking system. The output shaft axis of the rear wheel output section is basically parallel to the left and right direction of the frame. In a plane perpendicular to the crankshaft axis, the angle between the line connecting the projection of the crankshaft axis and the projection of the output shaft axis of the rear wheel output section and any horizontal plane is in the range of 6° to 11°.

[0017] 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

[0018] Figure 1 The structural diagram of the all-terrain vehicle provided in this application;

[0019] Figure 2 A partial structural schematic diagram of the all-terrain vehicle provided in this application;

[0020] 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;

[0021] Figure 4 A schematic diagram of the power system of one implementation of the all-terrain vehicle provided in this application;

[0022] Figure 5 Another perspective structural schematic diagram of the power system in one implementation of the all-terrain vehicle provided in this application;

[0023] Figure 6 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;

[0024] Figure 7 A 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;

[0025] Figure 8 A diagram showing the relationship between the power system and surrounding components in one implementation of the all-terrain vehicle provided in this application;

[0026] Figure 9 A diagram showing the relationship between the power system and surrounding components in another implementation of the all-terrain vehicle provided in this application;

[0027] Figure 10 A schematic diagram of the power system and surrounding components in one implementation of the all-terrain vehicle provided in this application;

[0028] Figure 11 A partial structural schematic diagram of the all-terrain vehicle provided in this application;

[0029] Figure 12 A top-view cross-sectional schematic diagram of the power system of one implementation of the all-terrain vehicle provided in this application;

[0030] Figure 13 for Figure 12 Schematic diagram of the cross section at point AA;

[0031] Figure 14 A schematic diagram of the power system of one implementation of the all-terrain vehicle provided in this application;

[0032] Figure 15 A 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;

[0033] Figure 16 A 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;

[0034] Figure 17 A diagram showing the relationship between the power system and surrounding components in one implementation of the all-terrain vehicle provided in this application;

[0035] Figure 18 A diagram showing the relationship between the power system and surrounding components in another implementation of the all-terrain vehicle provided in this application;

[0036] Figure 19 This is a schematic diagram of the power system and surrounding components in one implementation of the all-terrain vehicle provided in this application. Detailed Implementation

[0037] 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.

[0038] refer to Figure 1 and Figure 2 This 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.

[0039] 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.

[0040] 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.

[0041] refer to Figure 3 and Figure 4 The 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.

[0042] 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. In this implementation, the second output unit 1521b is the rear wheel output unit.

[0043] refer to Figure 5 In another implementation, driveshaft 142 includes a front driveshaft 1421 and a rear driveshaft (not shown in the figure). The rear driveshaft connects 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. In this implementation, the second output portion 1521b is the rear wheel output portion.

[0044] refer to Figure 3 and Figure 4 In 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.

[0045] refer to Figure 6 and Figure 7As 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.

[0046] 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.

[0047] refer to Figure 6In one implementation, within a projection plane perpendicular to the vertical direction of the frame 11, the driveshaft 142 is substantially located to the left of the engine 151, and also substantially to the left of the longitudinal plane 101, while the engine 151 is substantially located to the right of the longitudinal plane 101. In this implementation, "the driveshaft 142 is substantially located to the left of the longitudinal plane 101" does not mean that the entire driveshaft 142 is located to the left of the longitudinal plane 101, but rather that the main body of the driveshaft 142 is located to the left of the longitudinal plane 101. Specifically, the middle portion of the driveshaft 142 along its length is located to the left of the longitudinal plane 101. In this implementation, "engine 151 is basically located on the right side of longitudinal plane 101" does not mean that the entire engine 151 is located on the right side of longitudinal plane 101, but rather that the center point of engine 151 is located on the right side of longitudinal plane 101. This center point can be the centroid of engine 151. In this implementation, the centroid of engine 151 can be understood as the intersection of three planes: the vertical plane containing the midpoint of engine 151 housing in the left-right direction, the vertical plane containing the midpoint of engine 151 housing in the front-back direction, and the horizontal plane containing the midpoint of engine 151 housing in the up-down direction. As an optional implementation (not shown in the figure), drive shaft 142 is basically located on the left side of engine 151, and both drive shaft 142 and engine 151 are basically located on the right side of longitudinal plane 101. Similarly, in this implementation, it does not mean that the entire drive shaft 142 and engine 151 are completely located on the right side of longitudinal plane 101, but rather that their centroids and midpoints are located on the right side of longitudinal plane 101.

[0048] refer to Figure 7 In one implementation, in a projection plane perpendicular to the vertical direction of the frame 11, the driveshaft 142 is substantially located to the right of the engine 151. The driveshaft 142 is also substantially located to the right of the longitudinal plane 101, and the engine 151 is substantially located to the left of the longitudinal plane 101. In an optional implementation (not shown in the figure), the driveshaft 142 is substantially located to the right of the engine 151, and both the driveshaft 142 and the engine 151 are substantially located to the left of the longitudinal plane 101.

[0049] refer to Figure 6 and Figure 7 The all-terrain vehicle 100 also includes a fuel tank 153 supported by a frame 11. As 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. This allows the two relatively heavy modules, the power system 15 and the fuel tank 153, supported by the frame 11, to achieve good balance in the lateral direction of the frame 11. Specifically, the centroids of the engine 151 and the fuel tank 153 are located on one side of the longitudinal plane 101, rather than being entirely located on one side of the longitudinal plane 101. (See attached diagram.) Figure 6 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. This 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. This helps to concentrate gravity and improve the left-right balance of the frame 11. As an optional 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.

[0050] 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. The main body of engine 151 is the entire housing 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.

[0051] 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 a first centroid 103. A pre-defined oblique straight line 104 is also defined, which passes through the first 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 relative to the horizontal plane. Specifically, the engine 151 is arranged in a state of gradually tilting from top to bottom towards or away from the gear assembly 1521.

[0052] Compared to a basically vertically positioned engine 151, an angled engine 151 reduces its vertical space requirement at the cost of occupying a small amount more space in the longitudinal direction. Similarly, compared to a basically horizontally positioned engine 151, an angled engine 151 reduces its longitudinal space requirement at the cost of occupying a small amount more space in the vertical direction. Therefore, in this implementation, by angledly positioning the engine 151, its spatial requirements in both the longitudinal and vertical directions are reduced, thereby improving its spatial adaptability within the compact all-terrain vehicle 100 frame.

[0053] In one implementation, the engine 151 is positioned from top to bottom, gradually moving away from the gear assembly 1521. A certain amount of space is provided at the lower rear and upper front of the engine 151. The lower rear space, together with the bottom frame 113, defines 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 9 The engine 151 is positioned from top to bottom, gradually approaching the gear assembly 1521. A certain amount of space is provided above and below the rear of the engine 151, with the lower front portion and the bottom frame 113 jointly defining a first accommodating space 105, which can be used to accommodate other components. The space above and below the rear is a second accommodating space 106, which can also be used to accommodate components.

[0054] 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 gear assembly 1521 is at least partially housed within the first accommodating space 105 or the second accommodating space 106. This arrangement allows for a more compact spatial arrangement between the gear assembly 1521 and the engine 151. The remaining space in the first accommodating space 105 and the second accommodating space 106 houses the throttle valve (not shown), intake manifold 157, air filter 156, turbocharger 154, and exhaust assembly 155. These components act on the engine 151. By arranging 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.

[0055] The gear assembly 1521 has a centroid, which is defined as the second centroid 107. The gear assembly 1521 can also mate with either the first accommodating space 105 or the second accommodating space 106. When the engine 151 is positioned from top to bottom, gradually moving away from the gear assembly 1521, the second centroid 107 is located obliquely rearward and downward along the longitudinal direction of the frame 11 from the first centroid 103, meaning the gear assembly 1521 is essentially located behind and lower than the engine 151. This allows the front portion of the gear assembly 1521 to be at least partially accommodated within the first accommodating space 105, resulting in a more compact overall structure for the engine 151 and gear assembly 1521, especially along the longitudinal direction of the frame 11, thus reducing the space occupied by the powertrain 15. It is also worth noting that the vertical distance D1 between the lowest point of the engine 151 and the lowest point of the gear assembly 1521 ranges from 0mm to 50mm. In one implementation, the distance D1 ranges from 0mm to 20mm; in another, it ranges from 0mm to 8mm; and in yet another, it is 0mm. The distance D1 should not be too large. In other words, the smaller the distance D1, the closer the bottom of the gear assembly 1521 and the engine 151 are to the same level. This facilitates the mounting of the engine 151 and gear assembly 1521 onto the bottom frame 113 and allows the gear assembly 1521 to be positioned as low as possible, thus accommodating more of the structure within the first accommodating space 105.

[0056] As one implementation, in a plane perpendicular to the crankshaft axis of the engine 151, the angle β between the line connecting the projection of the crankshaft axis and the projection of the output shaft axis of the second output unit 1521b and any horizontal plane ranges from 6° to 11°, and further, from 8° to 10°. This arrangement, to a certain extent, limits the relative positional relationship between the gear assembly 1521 and the engine 151, making the difference in output height between the two relatively small. Thus, the space occupied by the entire assembly formed by the two in the height direction can be controlled, preventing it from becoming too large.

[0057] refer to Figure 9When the engine 151 is positioned from top to bottom, gradually approaching the gear assembly 1521, that is, when the engine 151 is positioned from top to bottom, gradually moving towards the rear, the second centroid 107 is located diagonally upward and rearward along the longitudinal direction of the frame 11 from the first centroid 103. This means the gear assembly 1521 is essentially located behind and above the engine 151. Therefore, the front part of the gear assembly 1521 can be at least partially accommodated within the second accommodating space 106, making the overall structure of the engine 151 and gear assembly 1521 more compact, especially along the longitudinal direction of the frame 11, thus reducing the space occupied by the power system 15. It is also worth noting that the vertical distance D2 between the highest point of the engine 151 and the highest point of the gear assembly 1521 ranges from 0mm to 70mm. In one implementation, the distance D2 ranges from 0mm to 50mm; in another implementation, the distance D2 ranges from 0mm to 4mm; and in yet another implementation, the distance D2 is 0mm. The spacing D2 should not be too large. In other words, the smaller the spacing D2, the closer the top of the gear assembly 1521 and the engine 151 are to the same level. This will allow the gear assembly 1521 to be positioned as high as possible, without increasing the space occupied by the entire power system 15 in the vertical direction. This will allow more structures to be accommodated in the second accommodating space 106.

[0058] refer to Figure 8 and Figure 9 It is worth noting that the first output section 1521a and the second output section 1521b on the gear assembly 1521 (see reference) Figures 3 to 5 All of these are part of the gear assembly 1521. In one implementation of this application, the first output portion 1521a is at least partially accommodated within the first accommodating space 105.

[0059] It is worth noting that, given that the engine 151 is positioned in front of the gear assembly 1521, by tilting the engine 151 and creating space behind it to partially accommodate the gear assembly 1521, not only can the space occupied by the engine 151 in the vertical and longitudinal directions be reduced, but the space behind the tilted engine 151 can also be used to accommodate the gear assembly 1521, thereby forming a compact power system 15 structure and reducing the space occupied by the power system 15 in the longitudinal direction.

[0060] refer to Figure 10As one implementation, the power system 15 also includes components such as a turbocharger 154, an exhaust assembly 155, an air filter 156, and an intake manifold 157. The turbocharger 154 connects the engine 151 and the exhaust assembly 155, using the heat and mechanical energy of the exhaust gases from the engine 151 to pressurize the air entering the cylinders of the engine 151. The air filter 156 filters the air entering the engine 151. The intake manifold 157 distributes the air-fuel mixture to each cylinder of the engine 151.

[0061] refer to Figures 8 to 10 The turbocharger 154 is fixed to the rear side of the engine 151, and the exhaust assembly 155 is located above and behind the gear assembly 1521. Along the longitudinal direction of the frame 11, the turbocharger 154 is positioned between the engine 151 and the exhaust assembly 155. Therefore, a certain distance can be maintained between the engine 151 and the exhaust assembly 155 to reduce the adverse effects of heat from the exhaust assembly 155 on the engine 151. In a plane perpendicular to the vertical direction of the frame, a portion of the projection of the gear assembly coincides with the projection of the engine, and another portion of the projection of the gear assembly at least partially coincides with the projection of the turbocharger and / or the exhaust assembly. In one implementation, along the vertical direction of the frame 11, the front portion of the gear assembly 1521 at least partially overlaps with the engine 151, the rear portion of the gear assembly 1521 at least partially overlaps with the turbocharger 154, and the rear portion of the gear assembly 1521 also at least partially overlaps with the front portion of the exhaust assembly 155. That is, the front portion of the exhaust assembly 155 is located above the gear assembly 1521 and behind the engine 151. The front portion of the exhaust assembly 155 and the turbocharger 154 utilize the space behind the engine 151 and above the gear assembly 1521, making full use of the aforementioned space. The exhaust assembly 155 and the turbocharger 154 can be compactly arranged with the gear assembly 1521 and the engine 151.

[0062] The main body of the air filter 156 is located in front of the engine 151 near the left side, and the intake manifold 157 is located in front of the engine 151. When the engine 151 is arranged from top to bottom in a direction that gradually moves away from the gear assembly 1521, the intake manifold 157 is located in the second accommodating space 106.

[0063] refer to Figure 11The space for installing various components within the frame 11 of the all-terrain vehicle 100 is limited. This application achieves a compact and reasonable arrangement of all major components within the rear frame 112 by arranging the engine 151 and gear assembly 1521 front and rear, tilting the engine 151, rationally accommodating components such as the gear assembly 1521 and intake manifold 157 in the first accommodating space 105 or the second accommodating space 106, and compactly arranging the exhaust assembly 155, gear assembly 1521, and engine 151. In particular, it enables a compact arrangement of the two parallel modules, engine 151 and gear assembly 1521, and allows components acting on engine 151, such as intake manifold 157 and turbocharger 154, to be close to engine 151, forming a power module with a more rational spatial arrangement. Ultimately, this results in a concentrated distribution of the entire power system 15, facilitating the reduction of the design size of the rear frame 112 and providing more design possibilities.

[0064] refer to Figure 12 and Figure 13 The continuously variable transmission (CVT) 1522 is located primarily to the left of the engine 151, and is used to transmit the power from the engine 151 to the gear assembly 1521. The CVT 1522 includes an input gear 1522a, a drive gear 1522b, and a driven gear 1522c. The input gear 1522a is located to the left of the engine 151, and an input shaft 1522d is coaxially fixed to it. The input shaft 1522d is splined to the crankshaft of the engine 151 to achieve power transmission. A drive gear 1522e is fixed to one side of the drive gear 1522b, and the drive gear 1522e meshes with the input gear 1522a to transmit the power from the input gear 1522a to the drive gear 1522b. Along the front-rear direction of the frame 11, the driving wheel 1522b is located in front of the driven wheel 1522c. A transmission component 1522f is sleeved between the driving wheel 1522b and the driven wheel 1522c. 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 is convenient for adaptation 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. The driving wheel 1522b transmits power to the driven wheel 1522c through the transmission component 1522f. The driven wheel 1522c is located on the left side of the gear assembly 1521. A coaxial driven output shaft 1522g is fixed on the driven wheel 1522c, and the driven output shaft 1522g is connected to the input end of the gear assembly 1521.

[0065] 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.

[0066] refer to Figure 14 In one implementation, the engine 151 and gear assembly 1521 are arranged side by side along the front-rear direction of the frame 11. The engine 151 is positioned behind the gear assembly 1521, and the continuously variable transmission 1522 is located to the left or right of the engine 151 and gear assembly 1521. The rotation center line of the crankshaft of the engine 151 (not shown in the figure) extends substantially along the left-right direction of the frame 11, that is, the width direction of the frame 11.

[0067] refer to Figure 15 and Figure 16 In one implementation, the engine 151 and the drive shaft 142 do not overlap along the vertical direction of the frame 11. 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°. In another implementation, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 ranges from 0° to 10°. In yet another implementation, the angle α between the rotation center line of the drive shaft 142 and the longitudinal preset straight line 102 ranges from 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. When the included angle α is too large, it means that the first output section 1521a deviates too far from the longitudinal preset straight line 102 in the left and right directions, which will cause the power system 15 to be too far to the left or right on the frame 11, affecting the weight balance.

[0068] refer to Figure 15 In one implementation, along the vertical direction of the frame 11, the driveshaft 142 is substantially located to the left of the engine 151, and the engine 151 is substantially located to the right of the longitudinal plane 101. In another implementation (not shown in the figure), the driveshaft 142 is substantially located to the left of the engine 151, and both the driveshaft 142 and the engine 151 are substantially located to the right of the longitudinal plane 101.

[0069] refer to Figure 16 In one implementation, along the vertical direction of the frame 11, the driveshaft 142 is substantially located to the right of the engine 151. The driveshaft 142 is substantially located to the right of the longitudinal plane 101, and the engine 151 is substantially located to the left of the longitudinal plane 101. In another implementation (not shown in the figure), the driveshaft 142 is substantially located to the right of the engine 151, and both the driveshaft 142 and the engine 151 are substantially located to the left of the longitudinal plane 101.

[0070] refer to Figure 15 and Figure 16 In one implementation, both the engine 151 and the fuel tank 153 are generally located on the right or left side of the longitudinal plane 101. In another implementation, the longitudinal plane 101 is generally located between the engine 151 and the fuel tank 153.

[0071] refer to Figure 17 and Figure 18 In one implementation, the engine 151 is tilted from top to bottom, gradually moving away from the gear assembly 1521. A certain amount of space is provided below the front and above the rear of the engine 151. The space between the lower front and the bottom frame 113 is a first accommodating space 105, which can be used to accommodate other components. The space above the rear is a second accommodating space 106, which can also be used to accommodate components. In another implementation (see...) Figure 18 The engine 151 is positioned from top to bottom, gradually approaching the gear assembly 1521. A certain amount of space is provided above and below the front of the engine 151. The space between the lower rear and the bottom frame 113 is the first accommodating space 105, which can be used to accommodate other components. The space above the front is the second accommodating space 106, which can also be used to accommodate components.

[0072] 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.

[0073] The gear assembly 1521 can mate with either the first accommodating space 105 or the second accommodating space 106. When the engine 151 is positioned from top to bottom, gradually moving away from the gear assembly 1521, the second centroid 107 of the gear assembly 1521 is located diagonally forward and downward of the first centroid 103 of the engine 151, meaning the gear assembly 1521 is essentially located in front of and below the engine 151. This allows the rear portion of the gear assembly 1521 to be at least partially accommodated within the first accommodating space 105, resulting in a more compact overall structure for the engine 151 and gear assembly 1521, especially along the longitudinal direction of the frame 11, thus reducing the space occupied by the power system 15. It is also worth noting that the vertical distance D1 between the lowest point of the engine 151 and the lowest point of the gear assembly 1521 ranges from 0mm to 50mm; in one implementation, the distance D1 ranges from 0mm to 20mm; in another implementation, the distance D1 ranges from 0mm to 2mm; and in yet another implementation, the distance D1 is 0mm. The spacing D1 should not be too large. In other words, the smaller the spacing D1, the closer the bottom of the gear assembly 1521 and the engine 151 are to the same level, which makes it easier to install the engine 151 and the gear assembly 1521 onto the bottom frame 113, and allows the gear assembly 1521 to be positioned as low as possible, so that more of the structure can be accommodated in the first accommodating space 105.

[0074] refer to Figure 18 When the engine 151 is positioned from top to bottom, gradually approaching the gear assembly 1521, that is, when the engine 151 is positioned from top to bottom, gradually moving forward, the second centroid 107 is located diagonally forward and upward above the first centroid 103, meaning the gear assembly 1521 is basically located in front of and above the engine 151. This allows the rear of the gear assembly 1521 to be at least partially accommodated within the second accommodating space 106, making the overall structure of the engine 151 and gear assembly 1521 more compact, especially along the longitudinal direction of the frame 11, thus reducing the space occupied by the power system 15. It is also worth noting that the vertical distance D2 between the highest point of the engine 151 and the highest point of the gear assembly 1521 ranges from 0mm to 70mm; in one implementation, the distance D2 ranges from 0mm to 50mm; in another implementation, the distance D2 ranges from 0mm to 4mm; and in yet another implementation, the distance D2 is 0mm. The spacing D2 should not be too large. In other words, the smaller the spacing D2, the closer the top of the gear assembly 1521 and the engine 151 are to the same level. This will allow the gear assembly 1521 to be positioned as high as possible, without increasing the space occupied by the entire power system 15 in the vertical direction. This will allow more structures to be accommodated in the second accommodating space 106.

[0075] refer to Figure 17 and Figure 18 It is worth noting that the first output portion 1521a and the second output portion 1521b (not shown in the figure) on the gear assembly 1521 are both part of the gear assembly 1521. In one implementation, in this application, the first output portion 1521a can be at least partially accommodated within the first accommodating space 105.

[0076] It is worth noting that, given that the engine 151 is located behind the gear assembly 1521, by tilting the engine 151 and creating a space in front of it to partially accommodate the gear assembly 1521, not only can the space occupied by the engine 151 in the vertical and longitudinal directions be reduced, but the space behind the tilted engine 151 can also be used to accommodate the gear assembly 1521, thereby forming a compact power system 15 structure and reducing the space occupied by the power system 15 in the longitudinal direction.

[0077] refer to Figure 19 As one implementation, regarding the orientation and position of the components surrounding the powertrain 15, specifically, the turbocharger 154 is fixed to the front side of the engine 151, and the exhaust assembly 155 is located above and in front of the gear assembly 1521. Along the longitudinal direction of the frame 11, the turbocharger 154 is located between the engine 151 and the exhaust assembly 155; therefore, a certain gap can be maintained between the engine 151 and the exhaust assembly 155 to reduce the adverse effects of the heat from the exhaust assembly 155 on the engine 151. Along the vertical direction of the frame 11, the exhaust assembly 155 partially overlaps with the gear assembly 1521; therefore, the exhaust assembly 155 can be compactly arranged with the gear assembly 1521 and the engine 151. The main body of the air filter 156 is located behind the engine 151 near the right side, and the intake manifold 157 is located behind the engine 151. As another implementation, an exhaust pipe is added to the exhaust port of the exhaust assembly 155 to guide the exhaust gases to the rear of the vehicle for discharge.

[0078] refer to Figure 17 and Figure 19 As one implementation, when the engine 151 is arranged in a state of gradually tilting from top to bottom toward the rear of the frame 11, the second accommodating space 106 is located above and behind the engine 151, and the intake manifold 157 and the exhaust assembly 155 are at least partially located within the second accommodating space 106.

[0079] refer to Figure 18 and Figure 19 When the engine 151 is arranged in a state of gradually tilting towards the front of the frame 11 from top to bottom, the first accommodating space 105 is located below and behind the engine 151, and the intake manifold 157 and the exhaust assembly 155 are at least partially located in the first accommodating space 105.

[0080] 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 a transmission mechanism and an engine, the engine including a crankshaft, the crankshaft being driven to the drive shaft via the transmission mechanism; The feature is that: the transmission mechanism includes a gear assembly and a continuously variable transmission (CVT), the CVT is driven between the crankshaft and the gear assembly, and the gear assembly is driven between the transmission shaft; the rotation center line of the crankshaft extends along the left-right direction of the vehicle frame, the engine and the gear assembly are arranged sequentially along the front-rear direction of the vehicle frame, the gear assembly is located in front of the engine, and along the left-right direction of the vehicle frame, the CVT is located to the left or right of the engine.

2. The all-terrain vehicle according to claim 1, characterized in that: Along the vertical direction of the vehicle frame, the engine and the drive shaft do not overlap.

3. The all-terrain vehicle according to claim 1, characterized in that: Define a plane perpendicular to the left-right direction of the frame and passing through the center of the frame width as a longitudinal plane, and define a straight line parallel to the front-back direction of the frame and intersecting the rotation center line of the drive shaft as a longitudinal preset straight line. The longitudinal preset straight line is located in the longitudinal plane. Along the up-down direction of the frame, the angle between the rotation center line of the drive shaft and the longitudinal preset straight line ranges from 0° to 15°.

4. The all-terrain vehicle according to claim 1, characterized in that: The frame includes a bottom frame located below the engine, and the engine is arranged in a state of gradually tilting towards the front or rear of the frame from top to bottom, such that the engine and the bottom frame together define a first accommodating space.

5. The all-terrain vehicle according to claim 4, characterized in that: The power system also includes an electric motor, and the all-terrain vehicle also includes a fuel tank, an intake manifold, a turbocharger, and an exhaust assembly. At least one of the gear assembly, the electric motor, the fuel tank, the intake manifold, the turbocharger, and the exhaust assembly is disposed within the first accommodating space.

6. The all-terrain vehicle according to claim 5, characterized in that: Along the longitudinal direction of the vehicle frame, the engine is arranged in a manner that gradually tilts towards the front of the vehicle frame from top to bottom. The first accommodating space is located at the rear of the engine, and the turbocharger and / or exhaust assembly are at least partially accommodated within the first accommodating space; or, The engine is arranged in a state of gradually tilting towards the rear of the frame from top to bottom, so that a second accommodating space is defined above and behind the engine; the turbocharger and / or exhaust assembly are at least partially accommodated within the second accommodating space.

7. The all-terrain vehicle according to claim 5, characterized in that: Along the longitudinal direction of the vehicle frame, the engine is arranged in a manner that gradually tilts downwards towards the front of the vehicle frame, thereby defining a second accommodating space 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.

8. The all-terrain vehicle according to claim 1, 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-right direction of the frame and passing through the center of the frame width. Along the left-right direction of the frame, the engine and the fuel tank are basically located on one side of the longitudinal plane, and the transmission mechanism is basically located on the other side of the longitudinal plane.

9. The all-terrain vehicle according to claim 1, characterized in that: The continuously variable transmission includes a transmission component and drive wheels and driven wheels spaced apart along the front-rear direction of the vehicle frame. The transmission component is a steel belt or steel chain and surrounds the drive wheels and driven wheels. The crankshaft of the engine is driven to the drive wheel, and the transmission component drives the driven wheel to rotate under the drive wheel. The driven wheel is driven to the gear assembly.

10. The all-terrain vehicle according to claim 1, characterized in that: The gear assembly is provided with a rear wheel output section, which is connected to the rear wheel drive of the walking system. The output shaft axis of the rear wheel output section is substantially parallel to the left-right direction of the frame. In a plane perpendicular to the crankshaft axis, the angle between the line connecting the projection of the crankshaft axis and the projection of the output shaft axis of the rear wheel output section and any horizontal plane is in the range of 6° to 11°.

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