All-terrain vehicle

Abstract

An all-terrain vehicle, comprising: a vehicle frame; a vehicle body covering member, the vehicle body covering member being at least partially arranged on the vehicle frame; a powertrain, the powertrain comprising an engine, the engine comprising an air inlet assembly and a throttle assembly connected to the air inlet assembly, and the engine further comprising a supercharging assembly connected to the air inlet assembly; and a walking assembly, the walking assembly being in transmission connection with the engine. The engine further comprises an intercooler, the intercooler being arranged between the throttle assembly and the supercharging assembly, a mounting surface being provided between the engine and the all-terrain vehicle, the mounting surface being parallel to a horizontal plane, the intercooler obliquely intersecting with the mounting surface, and the included angle between the intercooler and the mounting surface being greater than or equal to 80° and less than or equal to 90°. The powertrain of the all-terrain vehicle has a more compact structure.

Description

All-terrain vehicles

[0001] Related applications

[0002] This application claims priority to Chinese patent application number 202310801973.4, filed on June 30, 2023, entitled “All Terrain Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

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

[0004] As an outdoor vehicle, all-terrain vehicles (ATVs) must adapt to diverse scenarios and complex operating conditions. This places high demands on the engine's power. To achieve this, the engine must possess high power. For internal combustion engines, high power requires both large intake and exhaust volumes. Making an ATV equipped with a high-power engine compact remains a pressing issue.

[0005] Summary of the Invention

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

[0007] In the first aspect, an all-terrain vehicle is provided in this embodiment, comprising: a vehicle frame; a body covering, wherein the body covering is at least partially arranged on the vehicle frame; a powertrain, wherein the powertrain comprises an engine, the engine comprises an intake assembly, a first intake line, a second intake line, a supercharging assembly, an intercooler and a throttle assembly, the throttle assembly is connected to the intake assembly, the supercharging assembly is connected to the intake assembly, the first intake line is connected to the supercharging assembly, the supercharging assembly is connected to the intercooler, and the intercooler is connected to the throttle assembly via the second intake line; a traveling assembly, wherein the traveling assembly is transmission-connected to the engine; the intercooler is arranged between the throttle assembly and the supercharging assembly, and there is a mounting surface between the engine and the all-terrain vehicle, the mounting surface is parallel to the horizontal plane, and the supercharging assembly It intersects obliquely with the mounting surface, and the angle between the boost assembly and the mounting surface is greater than or equal to 80° and less than or equal to 90°; the engine also includes an intake pressure relief system, the intake pressure relief system includes a control device, a monitoring device and an actuator, wherein one end of the actuator is connected to the second intake pipe, and the other end of the actuator is connected to the first intake pipe, the monitoring device is used to monitor the gas pressure value near the throttle assembly and transmit the gas pressure value to the control device, the control device presets a threshold value, when the gas pressure value is greater than or equal to the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be connected; when the gas pressure value is less than the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be closed.

[0008] On the second aspect, an all-terrain vehicle is provided in this embodiment, comprising: a frame; a body covering, the body covering being at least partially arranged on the frame; a powertrain, the powertrain comprising an engine, the engine comprising an intake assembly and a throttle assembly connected to the intake assembly, and also comprising a supercharging assembly connected to the intake assembly; a running assembly, the running assembly being transmission-connected to the engine; the engine also comprising an intercooler, the intercooler being arranged between the throttle assembly and the supercharging assembly, a mounting surface being provided between the engine and the all-terrain vehicle, the mounting surface being parallel to the horizontal plane, the supercharging assembly being obliquely intersected with the mounting surface, and the angle between the supercharging assembly and the mounting surface being greater than or equal to 80° and less than or equal to 90°.

[0009] In a third aspect, an all-terrain vehicle is provided in this embodiment, comprising: a vehicle frame; a body covering, wherein the body covering is at least partially arranged on the vehicle frame; a powertrain, wherein the powertrain comprises an engine, wherein the engine comprises an intake assembly, a throttle assembly, a supercharging assembly and an intake manifold, wherein the throttle assembly is connected to the intake assembly, the supercharging assembly is connected to the intake assembly, and the intake manifold is connected to the supercharging assembly; a traveling assembly, wherein the traveling assembly is transmission-connected to the engine; the engine further comprises an intercooler, wherein the intercooler is arranged between the throttle assembly and the supercharging assembly, and the engine and the all-terrain vehicle are connected. There is a mounting surface between the terrain vehicles, the mounting surface is parallel to the horizontal plane, the supercharging assembly intersects with the mounting surface at an angle, and the angle between the supercharging assembly and the mounting surface is greater than or equal to 80° and less than or equal to 90°; the intake manifold includes an intake end, an outlet end and a pressure stabilizing chamber, the pressure stabilizing chamber includes an extension portion and is at least partially arranged between the intake end and the outlet end, the outlet end includes a first outlet, a second outlet and a third outlet, the second outlet is arranged between the first outlet and the third outlet, and the extension portion extends to an end away from the first outlet and the third outlet.

[0010] Compared with the related art, the all-terrain vehicle provided in this embodiment increases the power of the engine by improving the layout and structure of the engine, and at the same time makes its structure more compact.

[0011] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG1 is a schematic diagram of the three-dimensional structure of the all-terrain vehicle of the present application;

[0013] FIG2 is a schematic diagram of the three-dimensional structure of the powertrain of the present application;

[0014] FIG3 is an exploded view of the engine of the present application;

[0015] FIG4 is a perspective schematic diagram of the engine of the present application;

[0016] FIG5 is a perspective schematic diagram of the engine cylinder block of the present application;

[0017] FIG6 is a control logic diagram of the engine knock sensor of the present application;

[0018] FIG7 is a top view of the cylinder block of the engine of the present application;

[0019] FIG8 is a cross-sectional view of the cylinder block of the engine of the present application;

[0020] FIG9 is a perspective schematic diagram of an air intake assembly of the engine of the present application;

[0021] FIG10 is a cross-sectional view of a portion of the air intake assembly of the engine of the present application;

[0022] FIG11 is a perspective schematic diagram of a filter assembly of an air intake assembly of an engine of the present application;

[0023] FIG12 is an exploded view of the filter assembly of the air intake assembly of the engine of the present application;

[0024] FIG13 is a perspective schematic diagram of the intake manifold of the engine of the present application;

[0025] FIG14 is a cross-sectional view of the intake manifold in FIG25 of the engine of the present application;

[0026] FIG15 is a cross-sectional view of the intake manifold of the engine of the present application and a side view of the intake manifold of the engine of the present application;

[0027] FIG16 is a cross-sectional view of the cylinder head of the engine of the present application;

[0028] FIG17 is a perspective schematic diagram of a throttle device of an engine according to the present application;

[0029] FIG18 is a partial enlarged view of point B in FIG28 of the engine of the present application;

[0030] FIG19 is a perspective schematic diagram of the supercharging assembly of the engine of the present application connected to the cylinder head;

[0031] FIG20 is a perspective schematic diagram of a supercharging assembly and an intake manifold of the engine of the present application;

[0032] FIG21 is a perspective view of an intake manifold in another embodiment of the engine of the present application;

[0033] FIG22 is a perspective view of an intercooler of an engine according to the present application;

[0034] FIG23 is a cross-sectional view of an intercooler of an engine of the present application;

[0035] FIG24 is a perspective schematic diagram of the valve train of the engine of the present application;

[0036] FIG25 is a structural connection diagram of the valve train of the engine of the present application;

[0037] FIG26 is a partial perspective view of the engine muffler of the present application connected to the vehicle frame;

[0038] FIG27 is a perspective schematic diagram of the muffler of the engine of the present application;

[0039] FIG28 is an exploded view of the muffler of the engine of the present application. DETAILED DESCRIPTION

[0040] In order to help those skilled in the art better understand the solutions of this application, the technical solutions in the specific embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of this application. 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 scope of protection of the claims attached to this application.

[0041] As shown in Figures 1 to 3, the present application provides a powertrain 100 and an all-terrain vehicle 200 using the powertrain 100. The all-terrain vehicle 200 includes a frame 21, a body cover 22, a transmission system (not shown), a steering system 24, and a traveling assembly 25. The powertrain 100 is at least partially disposed on the frame 21, the transmission system is transmission-connected to the powertrain 100, and the traveling assembly 25 is transmission-connected to the powertrain 100 via the transmission system. The powertrain 100 outputs the driving force of the all-terrain vehicle 200 and transmits the driving force to the traveling assembly 25 via the transmission system, so that the traveling assembly 25 drives the all-terrain vehicle 200 to travel. The steering system 24 is at least partially connected to the traveling assembly 25, and the steering system 24 is used to control the travel direction of the all-terrain vehicle 200.

[0042] Powertrain 100 includes an engine 11, a clutch 12, and a reduction gearbox 13. The clutch 12 is disposed between the engine 11 and the reduction gearbox 13 and is used to transmit the power of the engine 11 to the reduction gearbox 13. The engine 11 includes a housing 111, a valve train 112, a fuel supply mechanism (not shown), a crankshaft-connecting rod mechanism 114, an ignition mechanism 115, an oil pumping mechanism 116, and an oil delivery mechanism 117. The housing 111 defines a housing space, and the valve train 112, fuel supply mechanism, crankshaft-connecting rod mechanism 114, and ignition mechanism 115 are at least partially disposed within the housing space. The housing 111 includes a cylinder head cover 1111, a cylinder head 1112, a cylinder block 1113, a crankcase 1114 and an oil pan 1115. The cylinder head 1112 is at least partially arranged between the cylinder head cover 1111 and the cylinder block 1113. The cylinder head 1112 is used to connect the cylinder head cover 1111 and the cylinder block 1113. The crankcase 1114 is at least partially arranged between the cylinder block 1113 and the oil pan 1115. The crankcase 1114 is used to connect the cylinder block 1113 and the oil pan 1115.

[0043] As shown in Figure 2, the valve train 112 includes an intake assembly 1122, an exhaust assembly 1123, an oil filter 11c, a supercharger assembly 1121, an intercooler 1126, a throttle assembly 1127, an intake manifold 1128, and an exhaust manifold 1129. The intake assembly 1122 is located at the front end of the engine 11, while the exhaust assembly 1123 is located at the rear end of the engine 11. This arrangement facilitates smooth intake and exhaust flow in the engine 11. One end of intake assembly 1122 is connected to the outside world, the other end of intake assembly 1122 is connected to one end of oil filter 11c, the other end of oil filter 11c is connected to one end of supercharger assembly 1121, the other end of supercharger assembly 1121 is connected to one end of intercooler 1126, the other end of intercooler 1126 is connected to one end of throttle assembly 1127, the other end of throttle assembly 1127 is connected to one end of intake manifold 1128, and the other end of intake manifold 1128 is connected to the combustion chamber. A predetermined plane 101 is defined, and is parallel to or intersecting a side surface of intercooler 1126. It will be appreciated that the outer surface of intercooler 1126 is irregular, but includes a substantially continuous outer contour. The aforementioned side surface is one side surface of the outer contour surface of intercooler 1126. The predetermined plane 101 shown in FIG2 generally represents the area where one side surface of the outer contour surface of intercooler 1126 is located. Engine 11 has a mounting surface for mounting to ATV 200, which can be defined as horizontal plane 102. Intercooler 1126 is tilted, intersecting the mounting surface at an angle. An angle α between intercooler 1126 and the mounting surface is greater than or equal to 80° and less than or equal to 90°. It will be appreciated that the angle between intercooler 1126 and the mounting surface is the angle between predetermined plane 101 and horizontal plane 102 in FIG2. Intercooler 1126 faces the front of ATV 200, and the angle between intercooler 1126 and the mounting surface is set at 85°. This arrangement optimizes the windward orientation of the intercooler 1126, improving its cooling efficiency and making the overall powertrain 100 more compact. The intake assembly 1122 draws in air and passes it to the oil filter 11c. The oil filter 11c removes impurities such as dust and moisture from the air and passes it to the supercharger assembly 1121. The supercharger assembly 1121 increases the air pressure in the valve train 112. When the valve train 112 needs to increase air intake, the pressure generated by the supercharger assembly 1121 increases the intake volume and the intensity of the intake tumble flow, thereby increasing the oxygen content of the intake air entering the engine 11 and enhancing the power of the all-terrain vehicle 200. When the supercharger assembly 1121 increases the air pressure, the internal energy of the air increases with the increase in air pressure. The supercharger assembly 1121 also passes the high-temperature air to the intercooler 1126, which cools the high-temperature air, thereby reducing the heat load on the engine 11.Throttle assembly 1127 controls the amount of air entering the combustion chamber, allowing engine 11 to adapt to different operating conditions and improving the power and fuel economy of engine 11. Valve train 112 also includes air pipe assembly 112a, which interconnects intake assembly 1122, oil filter 11c, supercharger assembly 1121, intercooler 1126, throttle assembly 1127, and the combustion chamber.

[0044] The cylinder block 1113 is provided with a combustion chamber. The valve mechanism 112 communicates between the outside world and the combustion chamber. The fuel supply mechanism is at least partially connected to the valve mechanism 112. Fuel provided by the fuel supply mechanism and air provided by the valve mechanism 112 mix to form a mixture, which is then delivered to the combustion chamber. A crankshaft-connecting rod mechanism 114 is at least partially disposed in the combustion chamber. An ignition mechanism 115 is at least partially disposed in the combustion chamber. The ignition mechanism 115 ignites the mixture and outputs the driving force of the engine 11 through the crankshaft-connecting rod mechanism 114.

[0045] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 to generate electricity. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly (not shown) and a clutch housing 122, and the reduction gearbox 13 includes a reduction gear assembly (not shown) and a reduction gearbox housing 132. The magneto 118 is disposed at one end of the crankshaft 1141, the other end of the crankshaft 1141 is in transmission connection with one end of the clutch assembly, the other end of the clutch assembly is in transmission connection with one end of the reduction gear assembly, and the other end of the reduction gear assembly is in transmission connection with the travel assembly 25 via a transmission shaft. The clutch housing 122, the reduction gearbox housing 132, and the housing 111 are at least partially integrated, that is, the clutch housing 122 is at least partially integrally formed with or fixedly connected to the housing 111, and the reduction gearbox housing 132 is at least partially integrally formed with or fixedly connected to the housing 111. The clutch housing 122 and the reduction gearbox housing 132 are integrally formed with or fixedly connected to the housing 111, so that the crankshaft 1141 can extend out of the housing 111 and directly drive connected to the clutch assembly, and the clutch assembly can be directly drive connected to the reduction gear assembly. This arrangement reduces the space occupied by the engine 11 and the transmission system, making the transmission structure simple and having fewer parts, thereby making the layout structure of the engine 11 and the transmission system compact, improving space utilization and transmission efficiency. The travel assembly 25 includes a front wheel assembly 251, and the reduction gearbox 13 also includes a spline shaft (not shown), one end of the spline shaft is drive connected to the reduction gear assembly, and the other end of the spline shaft is drive connected to the drive shaft and is drive connected to the front wheel assembly 251 through the drive shaft, so that the engine 11 can be drive connected to the front wheel assembly 251. The axis of the spline shaft extends substantially in the front-to-back direction, allowing the spline shaft arrangement to be compatible with the structure of the engine 11, clutch 12, and reduction gearbox 13 provided herein, further conserving space within the layout of the all-terrain vehicle 200. The running assembly 25 also includes a rear wheel assembly 252 and a rear axle (not shown). The rear wheel assembly 252 is drive-connected to the rear axle. The reduction gearbox housing 132 is provided with a reduction gearbox through-hole, through which the rear axle is inserted and drive-connected to the reduction gearbox assembly, thereby enabling the engine 11 to be drive-connected to the rear wheel assembly 252. In this embodiment, the valve train 112 also includes a supercharging assembly 1121, which is capable of providing an intake air volume of greater than or equal to 650 kg / h and less than or equal to 750 kg / h for the engine 11. As an implementation, the supercharging assembly 1121 can provide an intake air volume of up to 726 kg / h for the engine 11.With this intake volume, the fuel injection rate of engine 11 reaches 70 kg / h, the speed of engine 11's crankshaft 1141 is greater than or equal to 8000 rpm and less than or equal to 9000 rpm, and the specific power of engine 11 is greater than or equal to 150 kW / L and less than or equal to 160 kW / L. This provides a powerful driving force, making the all-terrain vehicle 200 equipped with this engine 11 more powerful and adaptable to more complex road conditions. Furthermore, the above-described configuration makes the overall structure of powertrain 100 more compact, allowing it to be better assembled on the all-terrain vehicle 200, resulting in a more compact structure for the all-terrain vehicle 200.

[0046] As shown in Figures 4 to 6, the cylinder block 1113 is also provided with a knock sensor 1113a and a mounting base 1113b. The cylinder block 1113 provided in the present application includes a first combustion chamber 1113c, a second combustion chamber 1113d, and a third combustion chamber 1113e. The second combustion chamber 1113d is arranged between the first combustion chamber 1113c and the third combustion chamber 1113e. The mounting base 1113b is arranged in the middle of the second combustion chamber 1113d. The cylinder block 1113 at least partially extends to a side away from the second combustion chamber 1113d to form the mounting base 1113b. The knock sensor 1113a is arranged on the mounting base 1113b. The knock sensor 1113a is used to monitor the combustion state of the gas in each combustion chamber. This arrangement places knock sensor 1113a in a cooler area, ensuring greater safety. Furthermore, the connection of knock sensor 1113a to cylinder block 1113 via mounting bracket 1113b avoids impacting the strength and performance of the heat dissipation channel. As an implementation, mounting bracket 1113b is positioned on the intake side of cylinder block 1113. This arrangement lowers the temperature at the location where mounting bracket 1113b is positioned, thereby preventing damage to knock sensor 1113a from the high temperature of cylinder block 1113. Furthermore, positioning mounting bracket 1113b in the second combustion chamber 1113d ensures a more uniform signal received by knock sensor 1113a, ensuring that the signal received by knock sensor 1113a covers substantially all three cylinder blocks, enabling monitoring of knock conditions throughout cylinder block 1113.

[0047] ATV 200 includes an ECU (Electronic Control Unit), which controls the operation of the vehicle. As will be appreciated, knock sensor 1113a monitors combustion conditions within engine 11 cylinders. When the mixture in the combustion chamber rapidly combusts in a very short period of time, vibration waves of varying frequencies are generated. Knock sensor 1113a identifies these vibration waves, converts them into electrical signals, and transmits these signals to the ECU. When the signal exceeds a threshold, the ECU controls the de-ignition angle based on the signal to mitigate combustion. When combustion satisfies requirements and the knock sensor 1113a detection signal is within the required range, the ECU controls the ignition angle to return to a previously calibrated state based on the signal, thereby achieving optimal combustion. Specifically, the ECU has a preset threshold. When the signal transmitted by knock sensor 1113a exceeds the threshold, the ECU controls ignition mechanism 115 to delay ignition. When the signal transmitted by knock sensor 1113a is less than or equal to the threshold, the ECU controls ignition mechanism 115 to ignite normally.

[0048] As shown in Figures 7 and 8, the cylinder block 1113 is provided with a cylinder water jacket 1113y. The cylinder water jacket 1113y surrounds the combustion chamber and flows a heat exchange medium through the cylinder water jacket 1113y to remove heat from the combustion chamber. In one embodiment, the cylinder water jacket 1113y includes a first path 1113ya and a second path 1113yb, wherein the first path 1113ya extends substantially along a first direction, and the second path 1113yb extends substantially along a second direction. In one embodiment, the cylinder block 1113 is provided with multiple combustion chambers, each of which separates the first path 1113ya and the second path 1113yb. The cylinder block 1113 is provided with an inlet and an outlet. The heat exchange medium flows into the inlet, flows through the combustion chamber, and then flows out of the outlet. As will be appreciated, since cylinder block 1113 itself is not necessarily a completely symmetrical component, the heat exchange medium flowing in from the inlet does not flow through the combustion chamber in a completely symmetrical manner, via first path 1113ya and second path 1113yb, respectively. This results in a pressure difference between the heat exchange medium in first path 1113ya and second path 1113yb. As an implementation, a heat dissipation structure 1113yc is provided between the spaced cylinder bores. Heat dissipation structure 1113yc connects first path 1113ya and second path 1113yb. This pressure difference between first path 1113ya and second path 1113yb allows the heat exchange medium to flow through heat dissipation structure 1113yc, thereby removing heat from the combustion chamber near heat dissipation structure 1113yc and optimizing the cooling effect of the combustion chamber. As an implementation method, the heat dissipation structure 1113yc is configured as a heat dissipation groove or a heat dissipation through-hole. When the heat dissipation structure 1113yc is configured as a heat dissipation groove, the groove width of the heat dissipation structure 1113yc is configured to be greater than or equal to 1 mm and less than or equal to 2 mm. Furthermore, the groove width of the heat dissipation structure 1113yc is configured to be greater than or equal to 1.2 mm and less than or equal to 1.8 mm. Still further, the groove width of the heat dissipation structure 1113yc is configured to be greater than or equal to 1.4 mm and less than or equal to 1.6 mm. In order to better remove heat from the combustion chamber, the groove depth of the heat dissipation structure 1113yc is also configured to be within a preset range. Specifically, the groove depth of the heat dissipation structure 1113yc is configured to be greater than or equal to 3 mm and less than or equal to 7 mm. Further, the groove depth of the heat dissipation structure 1113yc is configured to be greater than or equal to 4 mm and less than or equal to 6 mm. Still further, the groove depth of the heat dissipation structure 1113yc is configured to be greater than or equal to 4.5 mm and less than or equal to 5.5 mm. This arrangement allows heat dissipation structure 1113yc to both improve the heat dissipation efficiency of the combustion chamber and ensure the strength of cylinder block 1113. As an implementation, heat dissipation structure 1113yc is disposed between multiple spaced cylinder bores, i.e., multiple heat dissipation structures 1113yc are spaced apart within cylinder block 1113, thereby simultaneously connecting first path 1113ya and second path 1113yb.It can be understood that since there is always a pressure difference between the first path 1113ya and the second path 1113yb, the heat exchange medium in the multiple heat dissipation structures 1113yc can always keep flowing.

[0049] As shown in Figures 9 to 12, valve train 112 includes an intake assembly 1122 and a filter assembly 1124. Intake assembly 1122 includes an air duct 1122a and a waveguide 1122b. Waveguide 1122b is located within air duct 1122a, connecting air duct 1122a to the outside world and filter assembly 1124. Waveguide 1122b is used to reduce noise in air duct 1122a, thereby improving noise interference and enhancing the comfort of ATV 200. The other end of filter assembly 1124 is connected to the pipeline of intake assembly 1122, away from air duct 1122a. After filtering out impurities such as dust and moisture, it continuously delivers air to the pipeline of intake assembly 1122.

[0050] Specifically, the wavelength tube 1122b and the air bleed tube 1122a are integrally formed, facilitating their manufacture. The wavelength tube 1122b comprises a first portion 1122ba and a second portion 1122bb. The first portion 1122ba and the second portion 1122bb are integrally formed, with the first portion 1122ba extending substantially perpendicularly to the second portion 1122bb to reduce the vertical space occupied by the wavelength tube 1122b. As an optional embodiment, an arcuate transition structure 1122bc may be provided between the first portion 1122ba and the second portion 1122bb to facilitate refraction of sound waves within the wavelength tube 1122b. One end of the wavelength tube 1122b communicates with the air bleed tube 1122a, which in turn connects one end of the wavelength tube 1122b to the outside world. The other end of wavelength tube 1122b is integrally formed with air duct 1122a, meaning that the other end of wavelength tube 1122b is sealed. After sound waves enter wavelength tube 1122b from air duct 1122a, they are reflected by the sealed end of wavelength tube 1122b and cancel each other out with sound waves of the same frequency and opposite phase within wavelength tube 1122b, achieving the purpose of noise reduction.

[0051] Air duct 1122a is provided with a reinforcement structure 1122aa, which increases its strength. Air duct 1122a is also provided with an air inlet 1122ab and a filter valve 1122ac. In the vertical direction of engine 11, air inlet 1122ab is located at the upper end of air duct 1122a, and filter valve 1122ac is located at the lower end of the air inlet duct. Reinforcement structure 1122aa is located between air inlet 1122ab and filter valve 1122ac, and extends substantially from air inlet 1122ab to filter valve 1122ac. After air enters air duct 1122a through air inlet 1122ab, reinforcement structure 1122aa guides the air to filter valve 1122ac. Dust, moisture, and other impurities in the air are discharged from air duct 1122a through filter valve 1122ac, thereby reducing the workload of filter assembly 1124. As an optional embodiment, filter valve 1122ac is positioned on the underside of wavelength tube 1122b, away from the closed end of wavelength tube 1122b. This arrangement allows reinforcement structure 1122aa to guide sound waves while also guiding air flow, thereby facilitating the introduction of sound waves into wavelength tube 1122b and improving the noise reduction performance of wavelength tube 1122b. Air duct 1122a also includes a guide structure 1122ad, located below the closed end of wavelength tube 1122b. Guide structure 1122ad extends generally from filter valve 1122ac to reinforcement structure 1122aa. Guide structure 1122ad is inclined away from filter valve 1122ac, and wavelength tube 1122b and filter valve 1122ac are located on the same side of guide structure 1122ad. Reinforcement structure 1122aa, filter valve 1122ac, and guide structure 1122ad divide air duct 1122a into an input space 1122ae, a filter space 1122af, and an output space 1122ag. Reinforcement structure 1122aa forms a guide channel 1122ah between air inlet 1122ab and filter valve 1122ac. Input space 1122ae is connected to the outside world. Air and sound waves in input space 1122ae are guided through guide channel 1122ah to filter space 1122af and wavelength tube 1122b. After impurities are filtered out by filter valve 1122ac, the air flows into output space 1122ag, where sound waves enter wavelength tube 1122b for noise reduction. A gap 1122ak is provided between reinforcement structure 1122aa and guide structure 1122ad. Gap 1122ak connects filter space 1122af and output space 1122ag, which in turn connects to filter assembly 1124. This arrangement allows impurities and sound waves in the air to more easily enter filter valve 1122ac and wavelength tube 1122b, improving the filtering performance of filter valve 1122ac and the noise reduction performance of wavelength tube 1122b.

[0052] Filter assembly 1124 includes a first housing 1124a, a second housing 1124b, and a filter element 1124c. The first and second housings 1124a, 1124b are detachably connected, forming a first receiving space 1124d between the first and second housings. The filter element 1124c is disposed within this first receiving space 1124d and is used to filter out dust and other impurities from the air. Connectors 1124e are provided on the first and second housings 1124a, 1124b. These connectors are at least partially positioned in a blind spot, i.e., a location that is not directly visible during assembly. A first positioning member 1124ab is provided on the first housing 1226, and a second positioning member 1124bc is provided on the second housing. The first housing 1124a includes a first position and a second position. When the first positioning member 1124ab and the second positioning member 1124bc are in the mating position, the first housing 1124a and the second housing 1124b are detachably connected via the connecting member 1124e. Specifically, a first snap 1124ac is provided on the first housing 1124a, and a second snap 1124bd is provided on the second housing 1124b. The first snap 1124ac and the second snap 1124bd are engaged. This arrangement facilitates the connection and disassembly of the first housing 1124a and the second housing 1124b, thereby improving the convenience of assembly and maintenance of the filter assembly 1124. The first positioning member 1124ab is disposed on an edge of the first housing 1124a, and the second positioning member 1124bc is disposed on an edge of the second housing 1124b. The first positioning member 1124ab and the second positioning member 1124bc are disposed at the junction of the first housing 1124a and the second housing 1124b. When the first positioning member 1124ab and the second positioning member 1124bc are able to abut or engage with each other, the first housing 1124a is in a first position, at which point the first latch 1124ac can be engaged with the second latch 1124bd. When the first positioning member 1124ab and the second positioning member 1124bc are unable to abut or engage with each other, the first housing 1124a is in a second position, at which point the first latch 1124ac cannot be engaged with the second latch 1124bd. That is, when the first positioning member 1124ab can engage with the second positioning member 1124bc, the first housing 1124a and the second housing 1124b are in a position that allows for engagement. The first positioning member 1124ab can be configured as a limiting hole, and the second positioning member 1124bc can be configured as a limiting key. Alternatively, the first positioning member 1124ab can be configured as a limiting key, and the second positioning member 1124bc can be configured as a limiting hole. This arrangement allows the first positioning member 1124ab and the second positioning member 1124bc to determine the installation positions of the first housing 1124a and the second housing 1124b, thereby facilitating the connection between the first housing 1124a and the second housing 1124b, and further improving the convenience and accuracy of assembly and maintenance of the filter assembly 1124.

[0053] As shown in Figures 13 to 15, the valve train 112 also includes an intake manifold 1128. In this embodiment, the intake manifold 1128 includes an intake end 1128a, an outlet end 1128b, and a pressure-stabilizing chamber 1128c. The intake end 1128a is connected to the intake assembly 1122, and the outlet end 1128b is connected to the cylinder head 1112. The pressure-stabilizing chamber 1128c is at least partially disposed between the intake end 1128a and the outlet end 1128b. In one implementation, the intake direction of the intake end 1128a is set to a first direction. Along the first direction, the pressure-stabilizing chamber 1128c extends to a predetermined length and is formed with an extension portion 1128ca. It will be appreciated that the length of the pressure-stabilizing chamber 1128c extending along the first direction is greater than the width of the outlet end 1128b along the first direction. In this embodiment, the outlet end 1128b includes a first outlet 1128ba, a second outlet 1128bb, and a third outlet 1128bc. The first outlet 1128ba is located at an end near the inlet end 1128a, the third outlet 1128bc is located at an end away from the first outlet 1128ba, and the second outlet 1128bb is located between the first and third outlets 1128ba, 1128bc. As an implementation, the extension 1128ca extends to an end away from the first and third outlets 1128ba, 1128bc. With this arrangement, the pressure stabilizing chamber 1128c can reduce the airflow resistance caused by the intermittent air intake of the intake manifold 1128, thereby improving the intake capacity of the engine 11. At least a portion of the pressure-stabilizing chamber 1128c protrudes outward to form a mounting seat 1128cb. A detection member 1128cc is disposed on the mounting seat 1128cb and is fixedly connected to the mounting seat 1128cb. The detection member 1128cc is configured to detect the temperature and pressure of the gas in the pressure-stabilizing chamber 1128c. The detection member 1128cc at least partially passes through the connection between the mounting seat 1128cb and the pressure-stabilizing chamber 1128c and is at least partially disposed within the pressure-stabilizing chamber 1128c. The portion of the detection member 1128cc disposed within the pressure-stabilizing chamber 1128c extends in a second direction, a normal to the pressure-stabilizing chamber 1128c at the connection between the mounting seat 1128cb and the pressure-stabilizing chamber 1128c extends in a third direction, and an angle β between the second direction and the third direction is set to be greater than or equal to 40° and less than or equal to 50°. This configuration eliminates the effect of intake manifold 1128 on detection element 1128cc, thereby improving the stability, accuracy, and reliability of detection element 1128cc. As an alternative embodiment, angle β between the second direction and the third direction may also be set to be greater than or equal to 42° and less than or equal to 48°, or greater than or equal to 44° and less than or equal to 46°.

[0054] It can be understood that the first air outlet 1128ba, the second air outlet 1128bb and the third air outlet 1128bc are respectively connected to the pressure stabilizing chamber 1128c. This arrangement allows the gas to be mixed in the pressure stabilizing chamber 1128c before being discharged from each air outlet, thereby improving the degree of oil-gas mixing, thereby improving the smoothness and intake volume of the engine 11.

[0055] As an implementation, the all-terrain vehicle 200 further includes a carbon tube 27. One end of the carbon tube 27 is connected to the carbon canister 28 in the fuel tank, and the other end of the carbon tube 27 is connected to the intake manifold 1128. Specifically, the carbon tube 27 is connected to the intake end 1128a of the intake manifold 1128. As an implementation, the intake end 1128a of the intake manifold 1128 is also provided with a vent 1128aa, which is integrally formed with the intake manifold 1128. The carbon tube 27 is connected to the vent 1128aa and can transport fuel vapor from the carbon canister 28 into the intake manifold 1128. After being fully mixed in the pressure stabilization chamber 1128c, the fuel vapor flows into the first outlet 1128ba, the second outlet 1128bb, and the third outlet 1128bc. As will be understood, the amount of fuel injected into the combustion chambers of engine 11 is carefully calculated based on the current state. Fuel vapor injected through carbon tubes 27 can increase the amount of fuel in the combustion chambers. Exceeding the preset amount can lead to incomplete combustion, causing carbon deposits and damaging cylinder block 1113. By connecting carbon tubes 27 to vent holes 1128aa of intake manifold 1128, the fuel vapor is thoroughly mixed in the pressure stabilization chamber before flowing into first outlet 1128ba, second outlet 1128bb, and third outlet 1128bc, respectively. This increased fuel vapor is evenly distributed to each combustion chamber, preventing a sudden increase in fuel volume in a single combustion chamber, which could lead to incomplete combustion and excessive carbon deposits, potentially damaging the stability of engine 11. This arrangement ensures consistent intake airflow in engine 11, improving combustion consistency across all combustion chambers, and ensuring consistent conditions across all combustion chambers, thereby enhancing the stability and service life of engine 11.

[0056] Because intake manifold 1128 connects intake assembly 1122 and cylinder head 1112, under the action of crank-connecting rod mechanism 114, intake manifold 1128 is subjected to greater pressure and changes more rapidly than intake assembly 1122. Therefore, the wall thickness of intake manifold 1128 is set to be greater than or equal to 2 mm and less than or equal to 4 mm, while the wall thickness of intake assembly 1122 is set to be greater than or equal to 1.5 mm and less than or equal to 3.5 mm. This arrangement further simplifies the structure of intake assembly 1122 while ensuring its strength, thereby reducing the weight of engine 11 and reducing manufacturing costs. As an alternative embodiment, the wall thickness of intake manifold 1128 is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm, while the wall thickness of intake assembly 1122 is set to be greater than or equal to 2 mm and less than or equal to 3 mm. Specifically, the wall thickness of the intake manifold 1128 can be set to 2 mm, 2.5 mm, 3 mm, 3.5 mm or 4 mm, and the wall thickness of the intake assembly 1122 can be set to 1.5 mm, 2 mm, 2.5 mm, 3 mm or 3.5 mm, etc.

[0057] As shown in Figures 3 and 16-18, the oil delivery mechanism 117 includes a delivery pipeline and an oil passage provided in the housing 111. The oil delivery mechanism 117 is connected to the oil pumping mechanism 116. The oil pumping mechanism 116 is used to deliver lubricating oil from the oil pan 1115 to the oil delivery mechanism 117, which then delivers the oil to the various components of the engine 11. In one implementation, a first oil passage 1112a is provided in the cylinder head 1112, and a second oil passage 1113z is provided in the cylinder block 1113. The first oil passage 1112a and the second oil passage 1113z are at least partially connected and connected to the oil delivery mechanism 117. First oil passage 1112a includes a first oil passage 1112aa and a second oil passage 1112ab. A throttle bolt 1112b is also provided on cylinder head 1112. The extension direction of first oil passage 1112aa intersects or is perpendicular to the extension direction of second oil passage 1112ab. One end of first oil passage 1112aa connects to second oil passage 1113z, while the other end of first oil passage 1112aa connects to second oil passage 1112ab via throttle bolt 1112b. The other end of second oil passage 1112ab connects to other components. It will be appreciated that the different inner diameters of first oil passage 1112aa and second oil passage 1112ab result in different flow rates in first oil passage 1112aa and second oil passage 1112ab. Specifically, since the first oil passage 1112aa is connected to the second oil passage 1113z provided on the cylinder block 1113, and the second oil passage 1113z on the cylinder block 1113 has a larger inner diameter and a larger flow rate, components requiring specific lubrication require a smaller lubricating oil flow rate than the flow rate in the second oil passage 1113z. Based on this, the present application provides a throttle bolt 1112b that can both partially close the oil passage and change the flow rate. Specifically, the throttle bolt 1112b includes a throttle portion 1112ba. The throttle portion 1112ba includes a first channel 1112bb, a second channel 1112bc, and a third channel 1112bd. The first oil passage 1112aa is connected to the first channel 1112bb, the second oil passage 1112ab is connected to the third channel 1112bd, and the first channel 1112bb is connected to the third channel 1112bd via the second channel 1112bc. The diameter of second channel 1112bc is smaller than that of first channel 1112bb, meaning that throttle bolt 1112b has an integrated throttling function. This arrangement reduces the manufacturing cost of engine 11, simplifies and facilitates assembly of throttle bolt 1112b to housing 111, and effectively identifies whether throttle bolt 1112b is properly assembled, thereby improving the sealing of the oil delivery passage.

[0058] As an implementation method, second oil passage 1112ab is drilled from the outside of cylinder head 1112 in a direction perpendicular to first oil passage 1112aa. After connecting to first oil passage 1112aa, drilling continues in a direction perpendicular to first oil passage 1112aa. After first oil passage 1112aa and second oil passage 1112ab are connected, the opening opened in cylinder head 1112 needs to be closed. As an implementation method, throttle bolt 1112b is further provided with a connecting portion 1112be and a raised portion 1112bf. Connecting portion 1112be is configured as an externally threaded structure and is used to close the opening. The opening is provided with an externally threaded structure that cooperates with the externally threaded structure. Raised portion 1112bf further prevents the lubricating oil from flowing out after throttle bolt 1112b closes the opening. Specifically, raised portion 1112bf is configured as a retaining ring and is located at an end away from throttle portion 1112ba. Connecting portion 1112be is distributed around the outside of throttle bolt 1112b. Raised portion 1112bf, throttle portion 1112ba, and connecting portion 1112be are integrally formed. This arrangement achieves throttling while improving the sealing of the oil passage, reducing the manufacturing cost of engine 11.

[0059] As shown in Figures 19 and 20, as one implementation, the supercharging assembly 1121 includes a compressor 1121a, a turbine 1121b, and an intermediate body 1121c. Compressor 1121a is connected to the oil filter 11c, compressing the gas drawn into the oil filter 11c and directing it to the intercooler 1126 (see Figure 2). Turbine 1121b is connected to the exhaust manifold 1129 and, driven by the gas discharged from the exhaust manifold 1129, drives turbine 1121b to rotate. It will be appreciated that turbine 1121b and compressor 1121a share a common drive shaft (not shown). Turbine 1121b can transmit its power to compressor 1121a via the drive shaft, driving compressor 1121a to operate and compress air. As one implementation, both compressor 1121a and turbine 1121b are mounted on intermediate body 1121c. As an implementation, the exhaust manifold 1129 and turbine 1121b are integrally formed. By integrally forming the exhaust manifold 1129 and turbine 1121b, the integration of the supercharger assembly 1121 can be increased, making assembly of the supercharger assembly 1121 easier. Furthermore, by integrally forming the exhaust manifold 1129 and turbine 1121b, a connection structure between the exhaust manifold 1129 and turbine 1121b is avoided, reducing the design cost and weight of the supercharger assembly 1121, thereby meeting the compactness requirements of the all-terrain vehicle 200. In this embodiment, the engine 11 includes multiple cylinders, so that the exhaust manifold 1129 includes multiple pipes, each of which is individually connected to a respective cylinder. One end of each pipe is connected to the exhaust port of the combustion chamber, and the other end of the pipe converges at the turbine 1121b. As an implementation method, the supercharging assembly 1121 includes an air inlet end 1121e and an air outlet end 1121f. The air inlet end 1121e is located near the compressor 1121a, the air outlet end 1121f is located near the turbine 1121b, and the exhaust manifold 1129 is located between the air inlet end 1121e and the air outlet end 1121f and is connected to the air outlet end 1121f. It is understandable that the air inlet end 1121e and the air outlet end 1121f are not directly connected on the supercharging assembly 1121. This arrangement can greatly simplify the structure of the supercharging assembly 1121, thereby significantly improving the assemblability and compactness of the supercharging assembly 1121 while meeting the basic requirements of compressed air intake. When the exhaust manifold 1129 and the supercharging assembly 1121 are integrally formed, the whole formed by the supercharging assembly 1121 and the exhaust manifold 1129 is still connected to the cylinder head 1112 through the exhaust manifold 1129. As an implementation method, the exhaust manifold 1129 is provided with a first connecting end 1129a and a second connecting end 1129b.The first connection end 1129a and the second connection end 1129b are each provided with a first connection hole, and the cylinder head 1112 is provided with a second connection hole. The supercharger assembly 1121 is connected to the cylinder head 1112 via fasteners passing through the first and second connection holes. The first connection end 1129a and the second connection end 1129b are both made of a first material, and the fasteners are made of a second material. The first and second materials have different specific heat capacities, and thus different amounts of deformation after absorbing heat. It is understood that depending on the number of cylinders in the cylinder head 1112, a third connection end 1129c or more connection ends may be provided, which will not be further described here.

[0060] It is understandable that the working principle of the supercharger is to use the exhaust gas burned in the cylinder of the engine 11 to drive the turbine 1121b to rotate. Its operating temperature is as high as 700°C to 900°C. At such a temperature, the connection between the exhaust manifold 1129 and the cylinder head 1112 may fail due to temperature changes. As an implementation method, a preset gap 1129g is set between the first connecting end 1129a and the second connecting end 1129b. When the temperature change causes the first connecting end 1129a and / or the second connecting end 1129b to deform, the preset gap 1129g can absorb the deformation of the first connecting end 1129a and / or the second connecting end 1129b, thereby avoiding the force generated by the deformation of the first connecting end 1129a and / or the second connecting end 1129b to be transmitted to the fastener, thereby ensuring that the fastener can still maintain a good connection relationship under high temperature, avoiding the fastener from loosening and causing air leakage between the exhaust manifold 1129 and the cylinder head 1112, thereby affecting the service life of the entire engine 11. As an implementation, the present application provides a three-cylinder engine 11, whereby the cylinder head 1112 is provided with three combustion chambers, which are respectively connected via a first connection end 1129a, a second connection end 1129b, and a third connection end 1129c of an exhaust manifold 1129. A preset gap 1129g is provided between each of the first connection end 1129a, the second connection end 1129b, and the third connection end 1129c. The preset gap 1129g is greater than or equal to 3 mm and less than or equal to 5 mm. Furthermore, the preset gap 1129g between the first connection end 1129a, the second connection end 1129b, and the third connection end 1129c is greater than or equal to 3.5 mm and less than or equal to 4.5 mm. More specifically, the preset gap 1129g between the first connection end 1129a, the second connection end 1129b, and the third connection end 1129c is greater than or equal to 3.8 mm and less than or equal to 4.2 mm. Through such an arrangement, it can be ensured that the connection between the exhaust manifold 1129 and the cylinder head 1112 can absorb the material deformation caused by high temperature under high temperature, and avoid excessive gaps that lead to stress concentration and thus greater damage.

[0061] To increase exhaust efficiency, the present application also provides an exhaust manifold 1129 structure of equal length. As shown in FIG21 , exhaust manifold 1129 specifically includes a first manifold 1129d, a second manifold 1129e, and a third manifold 1129f. The first manifold 1129d is connected to a first connection end 1129a, the second manifold 1129e is connected to a second connection end 1129b, and the third manifold 1129f is connected to a third connection end 1129c. The first manifold 1129d is connected to one of the combustion chambers of the cylinder head 1112 via the first connection end 1129a, the second manifold 1129e is connected to one of the combustion chambers of the cylinder head 1112 via the second connection end 1129b, and the third manifold 1129f is connected to one of the combustion chambers of the cylinder head 1112 via the third connection end 1129c. As will be appreciated, the different locations of the combustion chambers on cylinder head 1112 result in the first, second, and third manifolds 1129d, 1129e, and 1129f all having different orientations after being connected to cylinder head 1112. However, the first, second, and third manifolds 1129d, 1129e, and 1129f all converge at the same outlet. With this arrangement, the different orientations of the first, second, and third manifolds 1129d, 1129e, and 1129f result in different lengths of the exhaust gas paths within the first, second, and third manifolds 1129d, 1129e, and 1129f. As an implementation, the first, second, and third manifolds 1129d, 1129e, and 1129f are configured to bend away from their respective extension directions. Specifically, the first manifold 1129d extends substantially along a first straight line, the second manifold 1129e extends substantially along a second straight line, and the third manifold 1129f extends substantially along a third straight line. In this embodiment, the first manifold 1129d further includes a first bend 1129da, which is disposed away from the first straight line. The second manifold 1129e also includes a second bend 1129ea, which is disposed away from the second straight line. The third manifold 1129f includes a third bend 1129fa, which is disposed away from the third straight line. It will be appreciated that due to the different orientations of the first, second, and third manifolds 1129d, 1129e, and 1129f, the first, second, and third bends 1129da, 1129ea, and 1129fa have different degrees of curvature. Through the above arrangement, the lengths of the first manifold 1129d, the second manifold 1129e, and the third manifold 1129f can be substantially the same, thereby ensuring that when exhaust gases are discharged from different combustion chambers in the cylinder head 1112, their flow paths have the same length and can converge to the outlet of the exhaust manifold 1129 at substantially the same time.With such a design, the exhaust gas is prevented from flowing in the exhaust manifold 1129, the smoothness of the exhaust gas is increased, and thus the exhaust efficiency is increased.

[0062] As an implementation, the first, second, and third manifolds 1129d, 1129e, and 1129f converge at a common connection, and a bellows is positioned between this connection and the exhaust outlet. This bellows effectively absorbs the vibrations generated when exhaust gas impacts the exhaust manifold 1129, thereby increasing the stability of the exhaust manifold 1129. On the other hand, the vibrations generated by gas impacting the exhaust manifold 1129 can cause fatigue in the exhaust manifold 1129 over time, potentially leading to the risk of fracture. By absorbing these vibrations through the bellows, material fatigue can be effectively avoided, extending the service life of the exhaust manifold 1129 and, consequently, the entire engine 11.

[0063] As shown in Figures 22 and 23, the intercooler 1126 includes a guide structure 1126a and a cooling structure 1126b. The guide structure 1126a is connected to the supercharger assembly 1121 (see Figure 2), and the guide structure 1126a is also connected to the cooling structure 1126b. The high-temperature air output by the supercharger assembly 1121 is transferred to the cooling structure 1126b through the guide structure 1126a. The cooling structure 1126b is used to reduce the temperature of the high-temperature air output by the supercharger. In the present application, the cooling structure 1126b is configured as a plurality of cooling pipes. The cooling structure 1126b can be configured as air-cooled or water-cooled. The guide structure 1126a includes an air inlet portion 1126aa, a connecting portion 1126ab, and a first guide portion 1126ac. The air inlet portion 1126aa and one end of the connecting portion 1126ab are fixedly connected or integrally formed, and the other end of the connecting portion 1126ab is fixedly connected or integrally formed with the other end of the first guide portion 1126ac. A storage space is formed within the guide structure 1126a. The boost assembly 1121 is connected to the air intake portion 1126aa and transfers air into the storage space through the air intake portion 1126aa. The cooling structure 1126b is connected to the connection portion 1126ab. The guide structure 1126a transfers air from the storage space to the cooling structure 1126b via the connection portion 1126ab. The inner wall of the first guide portion 1126ac, which is distal to the cooling structure 1126b, is configured as an inclined surface. The inner wall of the first guide portion 1126ac, which is distal to the cooling structure 1126b, extends substantially along the first plane 108. The cooling structure 1126b extends substantially along the predetermined direction 107. In a second plane 109 perpendicular to the predetermined direction 107, the inner wall of the first guide portion 1126ac, which is distal to the cooling structure 1227b, forms an acute angle with the second plane 109. Specifically, the angle between the first plane 108 and the second plane 109 is an acute angle. After the supercharging assembly 1121 transfers the high-pressure air into the accommodating space, the first guide portion 1126ac guides the high-pressure air into the cooling structure 1126b, allowing the high-pressure air to enter the cooling structure 1126b smoothly, thereby reducing the pressure loss of the high-pressure air, improving the efficiency of the engine 11 and ensuring the power of the engine 11. Furthermore, the angle between the first plane 108 and the second plane 109 is set to α, and α is set to be greater than or equal to 5° and less than or equal to 10°. It is understandable that α can also be set to be greater than or equal to 6° and less than or equal to 9°, or α can also be set to be greater than or equal to 7° and less than or equal to 8°. As an optional embodiment, α can be set to 5°, 6°, 7°, 8°, 9° or 10°, etc.

[0064] Cooling structure 1126b includes a first portion 1126ba and a second portion 1126bb. First portion 1126ba is located at the upper end of cooling structure 1126b, while second portion 1126bb is located below first portion 1126ba. Guide structure 1126a also includes a second guide portion 1126ad, located between first guide portion 1126ac and air intake portion 1126aa. The upper end of first guide portion 1126ac protrudes away from connecting portion 1126ab to form second guide portion 1126ad. This arrangement allows second guide portion 1126ad to guide air entering the cooling pipes of first portion 1126ba, facilitating easier air flow and ensuring more uniform air flow within the cooling pipes. This avoids the problem of air accumulation at the lower end of intercooler 1126, which can reduce the cooling effect of intercooler 1126, thereby improving the cooling efficiency of cooling structure 1126b. The second guide portion 1126ad can be set to an arc shape, which can reduce the pressure loss of the air and allow the air to smoothly enter the cooling pipe of the first part 1126ba. Of course, the second guide portion 1126ad can also be set to an inclined surface. As an optional embodiment, the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a plane and a curved surface, or the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a plane and a plane, or the first guide portion 1126ac and the second guide portion 1126ad are set to a combination of a curved surface and a curved surface. Furthermore, the number of cooling pipes in the first part 1126ba is set to M1, the number of cooling pipes in the second part 1126bb is set to M2, and the ratio of M2 to M1 is set to be greater than or equal to 4 and less than or equal to 7. It can be understood that the ratio of M2 and M1 can also be set to be greater than or equal to 5 and less than or equal to 6. As long as the guide structure 1126a is provided with a structure to guide the air into the cooling pipe at the upper end of the cooling structure 1126b, so that the air can more easily enter the cooling pipe at the upper end of the cooling structure 1126b, thereby making the air flow rate of each cooling pipe entering the cooling structure 1126b more uniform, the technical solution is within the scope of protection of this application.

[0065] Guide structure 1126a also includes an arcuate transition portion 1126ae, disposed between first guide portion 1126ac and second guide portion 1126ad. After entering guide structure 1126a, at least a portion of air is transferred through second guide portion 1126ad to first guide portion 1126ac, where it is then guided by first guide portion 1126ac into the cooling pipes of second portion 1126bb. Transition portion 1126ae reduces the impact of air during transfer from second guide portion 1126ad to first guide portion 1126ac, allowing air to flow more smoothly from second guide portion 1126ad to first guide portion 1126ac, thereby minimizing pressure loss and ensuring the power of engine 11.

[0066] As shown in FIG. 24 , as one implementation, ATV 200 includes an ECU (Electronic Control Unit) for controlling the operation of the vehicle. As will be appreciated, when ATV 200 is traveling at high speed, supercharger assembly 1121 operates at high load. At this time, the ECU controls supercharger assembly 1121 to continuously compress the air filtered by filter assembly 1124, cool it through intercooler 1126, and then transfer it to throttle assembly 1127. When the driver brakes or downshifts, the ECU receives a load reduction command, causing throttle assembly 1127 to close. While the ECU controls supercharger assembly 1121 to stop compressing air, due to its inherent structural characteristics and the unique power source, hysteresis occurs within supercharger assembly 1121. This causes supercharger assembly 1121 to continue compressing air for a relatively short period of time and transfer it to intercooler 1126 and throttle assembly 1127. At this point, throttle assembly 1127 is already closed due to the shutdown command. The gas near the throttle assembly 1127 cannot be transmitted to the intake manifold 1128, causing the gas pressure near the throttle assembly 1127 to increase instantaneously. This can cause significant damage to the throttle assembly 1127, and in extreme cases, can even destroy the throttle assembly 1127, causing gas leaks in the engine 11 and seriously shortening the service life of the engine 11.

[0067] As shown in Figures 24 and 25, the engine 11 provided in the present application also includes an intake pressure relief system 14. The intake pressure relief system 14 is used to relieve pressure when the air pressure value near the throttle component 1127 is high, thereby protecting the throttle component 1127. Specifically, the intake pressure relief system 14 includes a control device 141, a monitoring device 142 and an execution device 143. Among them, the monitoring device 142 is used to monitor the gas pressure near the intercooler 1126 in the throttle component 1127. When the gas pressure near the throttle component 1127 is greater than or equal to a preset value, the monitoring device 142 transmits the pressure signal value to the control device 141, and the control device 141 controls the execution device 143 to relieve pressure, thereby reducing the gas pressure in the pipeline near the throttle component 1127 to prevent the gas pressure from damaging the structure of the throttle component 1127. When the gas pressure near throttle assembly 1127 falls below a preset value, monitoring device 142 transmits the pressure signal to control device 141, which in turn controls actuator 143 to stop pressure relief, thereby maintaining the gas pressure entering intake manifold 1128. As an implementation, air pipe assembly 112a (see FIG. 2 ) includes a first intake line 112aa and a second intake line 112ae. First intake line 112aa connects to supercharger assembly 1121 and filter assembly 1124. Second intake line 112ae connects to intercooler 1126 and throttle assembly 1127. Actuator 143 is disposed on first intake line 112aa at one end, and on second intake line 112ae at the other end. Throttle assembly 1127 has an open state and a closed state. When throttle assembly 1127 is in the open state, a first pressure differential exists between the first and second intake pipes. When throttle assembly 1127 is in the closed state, a second pressure differential exists between the first and second intake pipes, and the second pressure differential is greater than the first pressure differential. Monitoring device 142 is configured as an intake pressure sensor, which is used to monitor the gas pressure value at the end of throttle assembly 1127 near intercooler 1126. Actuator 143 includes an intake pressure relief valve 1431, a pressure relief pipe 1432, and a support member 1433. Intake pressure relief valve 1431 is fixedly connected to pressure relief pipe 1432. Support member 1433 is disposed between pressure relief pipe 1432 and intake manifold 1128 and is used to support pressure relief pipe 1432. An intake pressure relief valve 1431 is provided on the second intake line 112ae, and a pressure relief pipe 1432 is provided between the intake pressure relief valve 1431 and the first intake line 112aa. The control device 141 is electrically connected to the intake pressure sensor and the intake pressure relief valve 1431, and is used to analyze the pressure value transmitted from the intake pressure sensor in real time.As an implementation, control device 141 also stores a threshold. When the pressure value transmitted by the intake pressure sensor is greater than or equal to this threshold, control device 141 controls intake pressure relief valve 1431 to open. At this point, gas transmitted from intercooler 1126 flows out through intake pressure relief valve 1431 and is further transmitted to intake assembly 1122 via pressure relief pipe 1432. At this point, the gas pressure near throttle assembly 1127 rapidly decreases until the pressure value received by control device 141 falls below the threshold, at which point control device 141 controls intake pressure relief valve 1431 to close. At this point, gas output from intercooler 1126 continues to flow to throttle assembly 1127, which then transmits it to intake manifold 1128. As an implementation, control device 141 is integrated into an ECU, which can centrally control the operating status of the entire vehicle, thereby improving the coordination between various components and extending the vehicle's service life.

[0068] As one implementation, first intake line 112aa includes a first fixing member 112ab, a second fixing member 112ac, and a carrier 112ad. First fixing member 112ab is disposed at least between carrier 112ad and intercooler 1126, with one end of carrier 112ad connected to intercooler 1126 via first fixing member 112ab. Second fixing member 112ac is disposed at least partially between carrier 112ad and throttle assembly 1127, with the other end of carrier 112ad connected to throttle assembly 1127 via second fixing member 112ac. First and second fixing members 112ab and 112ac are constructed of a first material, while carrier 112ad is constructed of a second material. Specifically, the first material is a flexible material, and the second material is a rigid material. The first material can be rubber, and the second material can be hard plastic. This arrangement buffers the impact pressure generated when gas enters the air pipe assembly 112a from the intercooler 1126 and ensures a tight seal at the connection between the intercooler 1126 and the air pipe assembly 112a, thereby reducing gas pressure loss and preventing gas leakage, thus ensuring the tightness of the valve train 112. The carrier 112ad and the first fixing member 112ab are connected by a clamp, and the carrier 112ad and the second fixing member 112ac are connected by a clamp. This arrangement improves the tightness of the air pipe assembly 112a and facilitates the installation and removal of the carrier 112ad, the first fixing member 112ab, and the second fixing member 112ac, reducing assembly and maintenance costs. The carrier 112ad is constructed of a rigid material, particularly hard plastic. This arrangement facilitates the support of the intake pressure sensor and the pressure relief valve. The strength of the carrier 112ad can withstand the pressure of the gas in the air pipe assembly 112a, thus meeting the support requirements of the intake pressure sensor and the intake pressure relief valve 1431.

[0069] As shown in Figures 26 to 28, the exhaust assembly 1123 includes a muffler 1123a and an exhaust pipe 1123e. The muffler 1123a is fixedly connected to the vehicle frame 21. The exhaust pipe 1123e is disposed on the muffler 1123a. One end of the muffler 1123a is connected to the combustion chamber, and the other end of the muffler 1123a is connected to the outside world through the exhaust pipe 1123e. The muffler 1123a includes a first support rod 1123b. The first support rod 1123b is disposed on both sides of the muffler 1123a and is fixedly connected to the muffler 1123a. The first support rod 1123b includes a first connecting portion 1123c and a first plug-in portion 1123d. The first connecting portion 1123c extends substantially along a first predetermined direction, and the first plug-in portion 1123d extends substantially along a second predetermined direction. The frame 21 is provided with a suspension assembly 211. The suspension assembly 211 includes a suspension mechanism 2111 and a second support rod 2112. The second support rod 2112 is connected to the frame 21. The second support rod 2112 includes a second connecting portion 2112a and a second plug-in portion 2112b. The second plug-in portion 2112b extends substantially along a third predetermined direction, while the second connecting portion 2112a extends substantially along a fourth predetermined direction. The first plug-in portion 1123d and the second plug-in portion 2112b are connected via the suspension mechanism 2111. Specifically, a first limiting portion is provided at one end of the first plug-in portion 1123d away from the first connecting portion 1123c, and a second limiting portion 2112ba is provided at one end of the second plug-in portion 2112b away from the second connecting portion 2112a. Both the first limiting portion and the second limiting portion 2112ba are configured as a frustum or a cone, and the radius of the first limiting portion gradually decreases from one end of the first limiting portion close to the first plug-in portion 1123d to one end of the first limiting portion away from the first plug-in portion 1123d; the radius of the second limiting portion 2112ba gradually decreases from one end of the second limiting portion 2112ba close to the second plug-in portion 2112b to one end of the second limiting portion 2112ba away from the second plug-in portion 2112b. The suspension mechanism 2111 is provided with a socket. The first plug portion 1123d is at least partially inserted into the socket, and a first stopper prevents the first plug portion 1123d from falling off the suspension mechanism 2111. The second plug portion 2112b is at least partially inserted into the socket, and a second stopper 2112ba prevents the second plug portion 2112b from falling off the suspension mechanism 2111. The suspension mechanism 2111 can be constructed of rubber. This arrangement allows the suspension mechanism 2111 to buffer vibrations between the frame 21 and the muffler 1123a, and facilitates connection between the muffler 1123a and the frame 21. Furthermore, the first support rod 1123b and the second support rod 2112 are capable of sliding relative to the suspension mechanism 2111, allowing the installation position of the muffler 1123a to be adjusted based on the specific structure of the all-terrain vehicle 200, making the muffler 1123a highly versatile.Muffler 1123a also includes a bracket 1123f, the lower end of which is fixedly connected to the vehicle frame 21 via bracket 1123f. Specifically, bracket 1123f is provided with a first connection hole 1123fa, and the vehicle frame 21 is provided with a second connection hole. Fasteners are provided through the first and second connection holes to securely connect bracket 1123f and the vehicle frame 21. In the present application, the fasteners are configured as bolts and nuts. Muffler 1123a also includes a buffer structure 1123g, which is at least partially disposed between the fastener and bracket 1123f. The buffer structure 1123g is also at least partially located between the fastener and the vehicle frame 21. Buffer structure 1123g is constructed of rubber and has an I-shaped structure, comprising a first portion, a second portion, and a third portion. The second portion is positioned within first and second connection holes 1123fa and surrounds the fastener. The upper end of the second portion extends away from first connection hole 1123fa to form the first portion, which is positioned between bracket 1123f and the fastener. The lower end of the second portion extends away from the second connection hole to form the third portion, which is positioned between frame 21 and the fastener. This arrangement increases the contact area between the fastener, frame 21, and bracket 1123f, improving the cushioning performance of buffer structure 1123g. It also reduces wear between the fastener, frame 21, and bracket 1123f, thereby reducing maintenance costs. As an alternative embodiment, the first, second, and third portions can be integrally formed to facilitate manufacturing of buffer structure 1123g and save manufacturing costs. Of course, the first part, the second part and the third part can also be manufactured separately to facilitate the connection between the bracket 1123f and the frame 21.

[0070] As shown in Figure 28, further, a partition 1123aa is provided inside the muffler 1123a, and the partition 1123aa divides the interior of the muffler 1123a into a first inner cavity 1123ab, a second inner cavity 1123ac, a third inner cavity 1123ad and a fourth inner cavity 1123ae. The thickness of the partition 1123aa is set to be greater than or equal to 1 mm and less than or equal to 2 mm. From the right end to the left end of the muffler 1123a, the first inner cavity 1123ab, the second inner cavity 1123ac, the third inner cavity 1123ad and the fourth inner cavity 1123ae are arranged in sequence in the muffler 1123a. Along the extension direction of the axis of the muffler 1123a, the ratio of the width of the first inner cavity 1123ab to the width of the second inner cavity 1123ac is set to be greater than or equal to 0.6 and less than or equal to 1.2; the ratio of the width of the second inner cavity 1123ac to the width of the third inner cavity 1123ad is set to be greater than or equal to 1.2 and less than or equal to 1.8; the ratio of the width of the third inner cavity 1123ad to the width of the fourth inner cavity 1123ae is set to be greater than or equal to 0.6 and less than or equal to 1.2. Muffler 1123a also includes a first connecting pipe 1123af, a second connecting pipe 1123ag, a third connecting pipe 1123ah, and a fourth connecting pipe 1123ak. One end of the first inner chamber 1123ab is connected to the combustion chamber via first connecting pipe 1123af. The other end of the first inner chamber 1123ab is connected to one end of the third inner chamber 1123ad via second connecting pipe 1123ag. The other end of the third inner chamber 1123ad is connected to one end of the fourth inner chamber 1123ae via third connecting pipe 1123ah. The other end of the fourth inner chamber 1123ae is connected to the second inner chamber 1123ac via fourth connecting pipe 1123ak. An exhaust pipe 1123e connects the second inner chamber 1123ac with the outside world. The radius of first connecting pipe 1123af is set to be greater than or equal to 65 mm and less than or equal to 70 mm, and the thickness of first connecting pipe 1123af is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the second connecting tube 1123ag is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the second connecting tube 1123ag is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the third connecting tube 1123ah is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the third connecting tube 1123ah is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the fourth connecting tube 1123ak is set to be greater than or equal to 45 mm and less than or equal to 50 mm, and the thickness of the fourth connecting tube 1123ak is set to be greater than or equal to 1 mm and less than or equal to 1.5 mm. The radius of the exhaust pipe 1123e is set to be greater than or equal to 50 mm and less than or equal to 70 mm.The fourth connecting tube 1123ak includes a central portion located within the third inner cavity 1123ad. Air holes are provided in the central portion, allowing gas within the fourth connecting tube 1123ak to flow into the third inner cavity 1123ad. The number of air holes is set to be greater than or equal to 30 and less than or equal to 50, and the radius of the air holes is set to be greater than or equal to 2 mm and less than or equal to 5 mm. This arrangement improves noise control in the ATV 200, reducing exhaust noise while also improving noise quality, resulting in more balanced performance. This arrangement also ensures smooth exhaust flow in the ATV 200, minimizing power loss in the engine 11 and ensuring engine 11's power and fuel efficiency. As an alternative embodiment, the thickness of the partition 1123aa can be set to 1 mm, 1.2 mm, 1.4 mm, 1.6 mm, 1.8 mm, or 2 mm, among others. Along the axis of the muffler 1123a, the width of the first inner cavity 1123ab can be set to 125 mm, 130 mm, 135 mm, 140 mm, or 145 mm, for example. The width of the second inner cavity 1123ac can be set to 130 mm, 135 mm, 140 mm, 145 mm, or 150 mm, for example. The width of the third inner cavity 1123ad can be set to 90 mm, 95 mm, 100 mm, 105 mm, or 110 mm, for example. The width of the fourth inner cavity 1123ae can be set to 90 mm, 95 mm, 100 mm, 105 mm, or 110 mm, for example. The radius of the first connecting tube 1123af can be set to 65 mm, 66 mm, 67 mm, 68 mm, or 69 mm, for example. The thickness of the first connecting tube 1123af can be set to 1 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm, or 1.5 mm, for example. The radius of the second connecting tube 1123ag can be set to 45 mm, 46 mm, 47 mm, 48 mm, or 49 mm, and the thickness of the second connecting tube 1123ag can be set to 1 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm, or 1.5 mm, etc. The radius of the third connecting tube 1123ah can be set to 45 mm, 46 mm, 47 mm, 48 mm, or 49 mm, and the thickness of the third connecting tube 1123ah can be set to 1 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm, or 1.5 mm, etc. The radius of the fourth connecting tube 1123ak can be set to 45 mm, 46 mm, 47 mm, 48 mm, or 49 mm, and the thickness of the fourth connecting tube 1123ak can be set to 1 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm, or 1.5 mm, etc. The radius of the exhaust pipe 1123e can be set to 50mm, 55mm, 60mm, 65mm or 70mm, etc.The number of pores can be set to 30, 35, 40, 45 or 50, and the radius of the pores can be set to 2 mm, 3 mm, 4 mm or 5 mm, etc.

[0071] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the claims appended to this application.

Claims

1. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A powertrain, the powertrain comprising an engine, the engine comprising an intake assembly, a first intake line, a second intake line, a supercharger assembly, an intercooler and a throttle assembly, the throttle assembly being connected to the intake assembly, the supercharger assembly being connected to the intake assembly, the first intake line being connected to the supercharger assembly, the supercharger assembly being connected to the intercooler, and the intercooler being connected to the throttle assembly via the second intake line; A traveling assembly, the traveling assembly being transmission-connected to the power assembly; It is characterized in that The intercooler is arranged between the throttle assembly and the supercharging assembly, a mounting surface is provided between the engine and the all-terrain vehicle, the mounting surface is parallel to a horizontal plane, the supercharging assembly and the mounting surface are obliquely intersected, and the angle between the supercharging assembly and the mounting surface is greater than or equal to 80° and less than or equal to 90°; The engine also includes an intake pressure relief system, which includes a control device, a monitoring device and an actuator, wherein one end of the actuator is connected to the second intake pipe, and the other end of the actuator is connected to the first intake pipe. The monitoring device is used to monitor the gas pressure value near the throttle assembly and transmit the gas pressure value to the control device. The control device presets a threshold value. When the gas pressure value is greater than or equal to the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be connected; when the gas pressure value is less than the threshold value, the control device controls the actuators arranged on the first intake pipe and the second intake pipe to be closed.

2. The all-terrain vehicle according to claim 1, characterized in that: The preset plane of the intercooler faces the front direction of the all-terrain vehicle, and the preset plane is The angle between the mounting surfaces is set to 85°.

3. The all-terrain vehicle according to claim 1, characterized in that: The engine also includes an intake manifold and an exhaust manifold. The supercharging assembly is arranged between the intake manifold and the exhaust manifold. The supercharging assembly includes a compressor, a turbine and an intermediate body. The compressor and the turbine are both arranged on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

4. The all-terrain vehicle according to claim 3, characterized in that: The supercharging assembly includes an air inlet end and an air outlet end, wherein the air inlet end is arranged at a position close to the compressor, the air outlet end is arranged at a position close to the turbine, and the exhaust manifold is arranged between the air inlet end and the air outlet end and is connected to the air outlet end.

5. The all-terrain vehicle according to claim 3, characterized in that: The engine also includes a cylinder block, the exhaust manifold is provided with a first connecting end and a second connecting end, the first connecting end and the second connecting end are both provided with a first connecting hole, the cylinder head is provided with a second connecting hole matching the first connecting hole, and the exhaust manifold is connected to the cylinder head by fasteners passing through the first connecting hole and the second connecting hole.

6. The all-terrain vehicle according to claim 5, characterized in that: The exhaust manifold is provided with a first material, and the fastener is provided with a second material; The first material has a first specific heat capacity, and the second material has a second specific heat capacity, the first specific heat capacity being different from the second specific heat capacity.

7. The all-terrain vehicle according to claim 5, characterized in that: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3 mm and less than or equal to 5 mm.

8. The all-terrain vehicle according to claim 5, characterized in that: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3.5 mm and less than or equal to 4.5 mm.

9. The all-terrain vehicle according to claim 5, characterized in that: The exhaust manifold is also provided with a third connecting end, and a preset gap is provided between the first connecting end, the second connecting end and the third connecting end, and the gap is greater than or equal to 3.8 mm and less than or equal to 4.2 mm.

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

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

12. The all-terrain vehicle according to claim 1, characterized in that: The actuator includes an intake pressure relief valve and a pressure relief pipe, the intake pressure relief valve is fixedly connected to the pressure relief pipe; the intake pressure relief valve is arranged on the second intake pipe; the engine also includes an intake manifold, and the actuator also includes a support member, which is arranged between the pressure relief pipe and the intake manifold and is used to support the pressure relief pipe.

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

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

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

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

17. The all-terrain vehicle according to claim 1, characterized in that: The engine also includes an oil cooler in communication with the supercharging assembly; The oil cooler includes a cooling structure and a guide structure, the cooling structure basically extends along a preset direction, the guide structure is at least partially recessed toward a side close to the cooling structure to form a first guide portion, and an inner wall of the first guide portion on a side away from the cooling structure is configured to extend basically within a first plane, and in a second plane perpendicular to an extension direction of the cooling mechanism, an angle between the first plane and the second plane is greater than 0° and less than 90°.

18. The all-terrain vehicle according to claim 17, characterized in that: An included angle between the first plane and the second plane is greater than or equal to 5° and less than or equal to 10°.

19. The all-terrain vehicle according to claim 17, characterized in that: An included angle between the first plane and the second plane is greater than or equal to 6° and less than or equal to 9°.

20. The all-terrain vehicle of claim 17, wherein: An included angle between the first plane and the second plane is greater than or equal to 7° and less than or equal to 8°.

21. The all-terrain vehicle of claim 17, wherein: The guide structure includes a second guide portion, which is disposed at an upper end of the first guide portion. The upper end of the first guide portion protrudes in a direction away from the connecting portion to form the second guide portion.

22. The all-terrain vehicle according to claim 21, characterized in that The cooling mechanism further includes a first portion and a second portion, wherein the first portion is disposed at an upper end of the cooling mechanism, and the second portion is disposed at a lower side of the first portion.

23. The all-terrain vehicle according to claim 22, characterized in that The cooling mechanism includes a plurality of cooling tubes, the number of the cooling tubes in the first part is set to M1, the number of the cooling tubes in the second part is set to M2, and the ratio of M2 to M1 is set to be greater than or equal to 4 and less than or equal to 7.

24. The all-terrain vehicle according to claim 23, characterized in that: The ratio of the M2 to the M1 is set to be greater than or equal to 5 and less than or equal to 6.

25. The all-terrain vehicle of claim 21, wherein: The guide structure comprises a transition portion, which is arranged between the first guide portion and the second guide portion; the transition portion is arranged in an arc shape.

26. The all-terrain vehicle of claim 1, wherein: The engine comprises a valve train, and the valve train comprises the supercharging assembly and the oil cooler; The valve mechanism includes an air pipe assembly arranged between the oil cooler and the throttle assembly, the air pipe assembly includes a first fixing member, a second fixing member and a bearing member, one end of the bearing member is connected to the oil cooler through the first fixing member, and the other end of the bearing member is connected to the throttle assembly through the second fixing member, the first fixing member and the second fixing member are made of a first material, and the bearing member is made of a second material; the first material is set as a flexible material, and the second material is set as a rigid material.

27. The all-terrain vehicle of claim 26, wherein: The bearing member is provided with a pressure and / or temperature detection member for detecting the air in the air pipe assembly.

28. The all-terrain vehicle of claim 26, wherein: The bearing member is provided with a safety member, and when the pressure of the gas in the air pipe assembly is greater than or equal to a preset pressure, the safety member discharges the gas in the air pipe assembly; the safety member is configured as a pressure relief valve.

29. The all-terrain vehicle of claim 26, wherein: The bearing member and the first fixing member are connected via a clamp; the bearing member and the second fixing member are connected via a clamp.

30. [Corrected 10.07.2024 in accordance with Rule 26] An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A powertrain, the powertrain comprising an engine, the engine comprising an intake assembly and a throttle assembly connected to the intake assembly, and also comprising a supercharging assembly connected to the intake assembly; A traveling assembly, the traveling assembly being transmission-connected to the engine; It is characterized in that The engine also includes an intercooler, which is arranged between the throttle assembly and the supercharging assembly. There is a mounting surface between the engine and the all-terrain vehicle, and the mounting surface is parallel to a horizontal plane. The supercharging assembly intersects the mounting surface at an angle, and the angle between the supercharging assembly and the mounting surface is greater than or equal to 80° and less than or equal to 90°.

31. The all-terrain vehicle of claim 30, wherein: The preset plane of the intercooler faces the front direction of the all-terrain vehicle, and the angle between the preset plane and the mounting surface is set to 85°.

32. The all-terrain vehicle of claim 30, wherein: The engine also includes an intake manifold and an exhaust manifold. The supercharging assembly is arranged between the intake manifold and the exhaust manifold. The supercharging assembly includes a compressor, a turbine and an intermediate body. The compressor and the turbine are both arranged on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

33. The all-terrain vehicle of claim 32, wherein: The supercharging assembly includes an air inlet end and an air outlet end, wherein the air inlet end is arranged at a position close to the compressor, the air outlet end is arranged at a position close to the turbine, and the exhaust manifold is arranged between the air inlet end and the air outlet end and is connected to the air outlet end.

34. The all-terrain vehicle of claim 32, wherein: The engine also includes a cylinder block, the exhaust manifold is provided with a first connecting end and a second connecting end, the first connecting end and the second connecting end are both provided with a first connecting hole, the cylinder head is provided with a second connecting hole matching the first connecting hole, and the exhaust manifold is connected to the cylinder head by fasteners passing through the first connecting hole and the second connecting hole.

35. The all-terrain vehicle of claim 34, wherein: The exhaust manifold is configured as a first material, and the fastener is configured as a second material; the first material has a first specific heat capacity, and the second material has a second specific heat capacity, and the first specific heat capacity is different from the second specific heat capacity.

36. The all-terrain vehicle of claim 34, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3 mm and less than or equal to 5 mm.

37. The all-terrain vehicle of claim 34, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3.5 mm and less than or equal to 4.5 mm.

38. The all-terrain vehicle of claim 34, wherein: The exhaust manifold is also provided with a third connecting end, and a preset gap is provided between the first connecting end, the second connecting end and the third connecting end, and the gap is greater than or equal to 3.8 mm and less than or equal to 4.2 mm.

39. The all-terrain vehicle of claim 30, wherein: The engine includes a cylinder block and a knock sensor disposed on the cylinder block; The cylinder body comprises a first combustion chamber, a second combustion chamber and a third combustion chamber, wherein the second combustion chamber is arranged between the first combustion chamber and the third combustion chamber, a mounting seat is arranged on the second combustion chamber, and the detonation sensor is arranged on the mounting seat.

40. The all-terrain vehicle of claim 39, wherein: The cylinder body at least partially extends toward a side away from the second combustion chamber to form the mounting seat.

41. The all-terrain vehicle of claim 39, wherein: The mounting seat is arranged on a side of the cylinder body close to the air intake end.

42. The all-terrain vehicle of claim 39, wherein: The temperature at the mounting seat is lower than the temperature at the other side of the cylinder block away from the mounting seat.

43. The all-terrain vehicle of claim 39, wherein: The all-terrain vehicle further includes an ECU, and the explosion sensor is also electrically connected to the ECU and is used to transmit an electrical signal to the ECU.

44. The all-terrain vehicle of claim 43, wherein: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

45. The all-terrain vehicle of claim 43, wherein: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

46. ​​The all-terrain vehicle of claim 30, wherein the engine comprises a cylinder block, an ignition mechanism, and a knock sensor disposed on the cylinder block; The cylinder body includes a first combustion chamber, a third combustion chamber and a second combustion chamber arranged between the first combustion chamber and the third combustion chamber. The knock sensor is arranged outside the second combustion chamber. The all-terrain vehicle also includes an ECU, and the ECU is electrically connected to the knock sensor. The knock sensor is used to collect vibration waves of the cylinder body and convert the vibration waves into electrical signals to transmit to the ECU. The ECU controls the ignition timing of the ignition mechanism according to the electrical signal of the knock sensor.

47. The all-terrain vehicle of claim 46, wherein: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is greater than the threshold, the ECU controls the ignition mechanism to delay ignition.

48. The all-terrain vehicle of claim 46, wherein: A threshold is preset in the ECU. When the electrical signal transmitted from the knock sensor to the ECU is less than or equal to the threshold, the ECU controls the ignition mechanism to ignite normally.

49. The all-terrain vehicle of claim 30, wherein: The engine comprises a cylinder block, the cylinder block comprises a cylinder water jacket and a cylinder hole, and a heat exchange medium is arranged in the cylinder water jacket; The cylinder water jacket includes a first path and a second path, a pressure difference exists between the heat exchange medium in the first path and the second path, a plurality of cylinder holes are provided, a heat dissipation channel is provided between adjacent cylinder holes, and the heat dissipation channel connects the first path and the second path.

50. The all-terrain vehicle of claim 49, wherein: The groove width of the heat dissipation channel is set to be greater than or equal to 1 mm and less than or equal to 2 mm.

51. The all-terrain vehicle of claim 49, wherein: The groove depth of the heat dissipation channel is set to be greater than or equal to 3 mm and less than or equal to 7 mm.

52. The all-terrain vehicle of claim 49, wherein: The cylinder block is provided with an inlet and an outlet, the heat exchange medium flows in from the inlet, and flows out from the outlet after flowing through the first path and the second path.

53. The all-terrain vehicle of claim 49, wherein: The cylinder block is provided with a plurality of combustion chambers, and the combustion chambers divide at least the first path and the second path.

54. The all-terrain vehicle of claim 30, wherein: The air intake assembly is provided with an air duct for air intake and a wavelength tube for noise reduction; The air duct and the wavelength tube are integrally formed, the air duct is connected to one end of the wavelength tube and the external space respectively, and the other end of the wavelength tube is away from the air duct and is closed.

55. The all-terrain vehicle of claim 54, wherein: The wavelength tube comprises a first part and a second part, wherein the extension direction of the first part and the extension direction of the second part are substantially perpendicular to each other; a transition structure is arranged between the first part and the second part; and the transition structure is arranged in an arc shape.

56. The all-terrain vehicle of claim 54, wherein: The air duct is provided with an air inlet and a filter valve, the air inlet is provided at one end of the air duct, and the filter valve is provided at the other end of the air duct; the filter valve is provided at one end of the wavelength tube away from the air inlet; a reinforcement structure is provided between the air inlet and the filter valve, and the reinforcement structure basically extends along the direction from the air inlet to the filter valve.

57. The all-terrain vehicle of claim 56, wherein: A guide structure is arranged in the air duct, and the guide structure basically extends along the direction from the filter valve to the reinforcement structure; a gap is arranged between the guide structure and the reinforcement structure; the wavelength tube and the filter valve are arranged on the same side.

58. The all-terrain vehicle of claim 30, wherein: The air intake assembly is provided with an air duct for air intake; The air duct is provided with a reinforcement structure, a filter valve and a guide structure, and the reinforcement structure, the filter valve and the guide structure divide the air duct into an input space, a filter space and an output space, the input space is connected to the outside, the output space is connected to the oil filter, and the air in the input space is guided to the filter space through the reinforcement structure and the guide structure, and the filter space is connected to the filter valve.

59. The all-terrain vehicle of claim 58, wherein: The air duct is provided with an air inlet, the air inlet is provided at one end of the air duct, and the filter valve is provided at the other end of the air duct; the reinforcement structure is provided between the filter valve and the air inlet; the reinforcement structure basically extends along the direction from the air inlet to the filter valve; the guide structure basically extends along the direction from the filter valve to the reinforcement structure, and a gap connecting the filter space and the output space is provided between the guide structure and the reinforcement mechanism.

60. The all-terrain vehicle of claim 59, wherein: A wavelength tube is arranged on the upper side of the filter valve, and the wavelength tube and the filter valve are arranged on the same side of the guide structure; the air duct and the wavelength tube are integrally formed, the air duct is respectively connected to one end of the wavelength tube and the external space, and the other end of the wavelength tube is closed away from the filter valve; the wavelength tube includes a first part and a second part, and the extension direction of the first part and the extension direction of the second part are basically perpendicular to each other; a transition structure is arranged between the first part and the second part, and the transition structure is arranged in an arc shape.

61. The all-terrain vehicle of claim 30, wherein: The engine also includes an oil cooler in communication with the supercharging assembly; The oil cooler includes a cooling structure and a guide structure, the cooling structure basically extends along a preset direction, the guide structure is at least partially recessed toward a side close to the cooling structure to form a first guide portion, and an inner wall of the first guide portion on a side away from the cooling structure is configured to extend basically within a first plane, and in a second plane perpendicular to an extension direction of the cooling mechanism, an angle between the first plane and the second plane is greater than 0° and less than 90°.

62. The all-terrain vehicle of claim 61, wherein: An included angle between the first plane and the second plane is greater than or equal to 5° and less than or equal to 10°.

63. The all-terrain vehicle of claim 61, wherein: An included angle between the first plane and the second plane is greater than or equal to 6° and less than or equal to 9°.

64. The all-terrain vehicle of claim 61, wherein: An included angle between the first plane and the second plane is greater than or equal to 7° and less than or equal to 8°.

65. The all-terrain vehicle of claim 61, wherein: The guide structure includes a second guide portion, which is disposed at an upper end of the first guide portion. The upper end of the first guide portion protrudes in a direction away from the connecting portion to form the second guide portion.

66. The all-terrain vehicle of claim 65, wherein: The cooling mechanism further includes a first portion and a second portion, wherein the first portion is disposed at an upper end of the cooling mechanism, and the second portion is disposed at a lower side of the first portion.

67. The all-terrain vehicle of claim 66, wherein: The cooling mechanism includes a plurality of cooling tubes, the number of the cooling tubes in the first part is set to M1, the number of the cooling tubes in the second part is set to M2, and the ratio of M2 to M1 is set to be greater than or equal to 4 and less than or equal to 7.

68. The all-terrain vehicle of claim 67, wherein: The ratio of the M2 to the M1 is set to be greater than or equal to 5 and less than or equal to 6.

69. The all-terrain vehicle of claim 65, wherein: The guide structure comprises a transition portion, which is arranged between the first guide portion and the second guide portion; the transition portion is arranged in an arc shape.

70. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A powertrain, the powertrain comprising an engine, the engine comprising an intake assembly, a throttle assembly, a supercharger assembly and an intake manifold, the throttle assembly is connected to the intake assembly, the supercharger assembly is connected to the intake assembly, and the intake manifold is connected to the supercharger assembly; A traveling assembly, the traveling assembly being transmission-connected to the engine; It is characterized in that The engine further comprises an intercooler, the intercooler being arranged between the throttle assembly and the supercharging assembly, a mounting surface being provided between the engine and the all-terrain vehicle, the mounting surface being parallel to a horizontal plane, the supercharging assembly being obliquely intersecting with the mounting surface, and an angle between the supercharging assembly and the mounting surface being greater than or equal to 80° and less than or equal to 90°; The intake manifold includes an intake end, an outlet end and a pressure stabilizing chamber, the pressure stabilizing chamber includes an extension portion and is at least partially disposed between the intake end and the outlet end, the outlet end includes a first outlet, a second outlet and a third outlet, the second outlet is disposed between the first outlet and the third outlet, and the extension portion extends to an end away from the first outlet and the third outlet.

71. The all-terrain vehicle of claim 70, wherein: The preset plane of the intercooler faces the front direction of the all-terrain vehicle, and the angle between the preset plane and the mounting surface is set to 85°.

72. The all-terrain vehicle of claim 70, wherein: The engine also includes an intake manifold and an exhaust manifold. The supercharging assembly is arranged between the intake manifold and the exhaust manifold. The supercharging assembly includes a compressor, a turbine and an intermediate body. The compressor and the turbine are both arranged on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

73. The all-terrain vehicle of claim 72, wherein: The supercharging assembly includes an air inlet end and an air outlet end, wherein the air inlet end is arranged at a position close to the compressor, the air outlet end is arranged at a position close to the turbine, and the exhaust manifold is arranged between the air inlet end and the air outlet end and is connected to the air outlet end.

74. The all-terrain vehicle of claim 72, wherein: The engine also includes a cylinder block, the exhaust manifold is provided with a first connecting end and a second connecting end, the first connecting end and the second connecting end are both provided with a first connecting hole, the cylinder head is provided with a second connecting hole matching the first connecting hole, and the exhaust manifold is connected to the cylinder head by fasteners passing through the first connecting hole and the second connecting hole.

75. The all-terrain vehicle of claim 74, wherein: The exhaust manifold is provided with a first material, and the fastener is provided with a second material; The first material has a first specific heat capacity, and the second material has a second specific heat capacity, the first specific heat capacity being different from the second specific heat capacity.

76. The all-terrain vehicle of claim 74, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3 mm and less than or equal to 5 mm.

77. The all-terrain vehicle of claim 74, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3.5 mm and less than or equal to 4.5 mm.

78. The all-terrain vehicle of claim 74, wherein: The exhaust manifold is also provided with a third connecting end, and a preset gap is provided between the first connecting end, the second connecting end and the third connecting end, and the gap is greater than or equal to 3.8 mm and less than or equal to 4.2 mm.

79. The all-terrain vehicle of claim 70, wherein: The first air outlet is arranged at a side close to the air inlet end.

80. The all-terrain vehicle of claim 70, wherein: The air inlet direction of the air inlet end is set to a first direction, the pressure stabilizing chamber extends to a preset length along the first direction, and the length of the pressure stabilizing chamber extending along the first direction is greater than the width occupied by the air outlet end along the first direction.

81. The all-terrain vehicle of claim 70, wherein: The extension portion is provided with a mounting seat, and a detection piece is provided on the mounting seat; the detection piece is fixedly connected to the mounting seat; the extension direction of the part of the detection piece arranged in the pressure-stabilizing chamber is set to a second direction, and the extension direction of the normal of the pressure-stabilizing chamber at the connection between the mounting seat and the pressure-stabilizing chamber is set to a third direction, and the angle between the second direction and the third direction is greater than or equal to 40° and less than or equal to 50°.

82. The all-terrain vehicle of claim 81, wherein: The detection member at least partially passes through the connection between the mounting seat and the pressure stabilizing chamber and is at least partially arranged in the pressure stabilizing chamber.

83. The all-terrain vehicle of claim 70, wherein: A reinforcement structure is arranged on the outer surface of the intake manifold, and the reinforcement structure includes a first reinforcement structure extending along a first direction and a second reinforcement structure extending along a second direction. The shortest distance between two adjacent first reinforcement structures is set to be greater than or equal to 15 mm and less than or equal to 30 mm.

84. The all-terrain vehicle of claim 70, wherein: The engine further comprises a carbon canister, which is connected to the intake manifold via a carbon tube; The engine comprises an intake assembly, an intake manifold and a cylinder head, one end of the intake manifold is connected to the cylinder head, and the other end of the intake manifold is connected to the intake assembly; The intake manifold includes an intake end, an outlet end and a pressure stabilizing chamber, wherein the pressure stabilizing chamber is at least partially arranged between the intake end and the outlet end, the intake end is connected to the intake assembly, the outlet end is connected to the cylinder head, and a vent is arranged on the intake end, and the carbon tube is connected to the intake manifold through the vent.

85. The all-terrain vehicle of claim 84, wherein: The pressure stabilizing chamber includes an extension portion, the air outlet end includes a first air outlet, a second air outlet and a third air outlet, the second air outlet is arranged between the first air outlet and the third air outlet, and the extension portion extends to an end away from the first air outlet and the third air outlet.

86. The all-terrain vehicle of claim 84, wherein: The air inlet direction of the air inlet end is set to a first direction, the pressure stabilizing chamber extends to a preset length along the first direction, and the length of the pressure stabilizing chamber extending along the first direction is greater than the width occupied by the air outlet end along the first direction.

87. The all-terrain vehicle of claim 84, wherein: The wall thickness of the intake manifold is set to be greater than or equal to 2 mm and less than or equal to 4 mm.

88. The all-terrain vehicle of claim 84, wherein: The wall thickness of the intake manifold is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

89. The all-terrain vehicle of claim 84, wherein: The wall thickness of the air intake component is set to be greater than or equal to 1.5 mm and less than or equal to 3.5 mm.

90. The all-terrain vehicle of claim 84, wherein: The wall thickness of the air intake component is set to be greater than or equal to 2 mm and less than or equal to 3 mm.

91. The all-terrain vehicle of claim 84, wherein: The intake manifold is provided with a reinforcement structure, which is substantially arranged in a grid shape on the outer surface of the intake manifold.

92. The all-terrain vehicle of claim 84, wherein: The intake manifold is configured as a plastic part.

93. The all-terrain vehicle of claim 84, wherein: A reinforcement structure is arranged on the outer surface of the intake manifold, and the reinforcement structure includes a first reinforcement structure extending along a first direction and a second reinforcement structure extending along a second direction. The shortest distance between two adjacent first reinforcement structures is set to be greater than or equal to 15 mm and less than or equal to 30 mm.

94. The all-terrain vehicle of claim 70, wherein: The engine comprises an oil delivery mechanism, an oil pumping mechanism and a housing, wherein a first oil passage connected to the oil delivery mechanism is provided in the housing; the oil pumping mechanism is connected to the oil delivery mechanism; The first oil passage includes a first oil passage and a second oil passage, and the extension directions of the first oil passage and the second oil passage intersect or are perpendicular to each other. A throttle bolt is also provided on the housing, and the first oil passage and the second oil passage are connected through the throttle bolt; the throttle bolt includes a protrusion, a connecting portion and a throttle portion, the protrusion is arranged at an end away from the throttle portion, and the connecting portion is distributed around the throttle bolt.

95. The all-terrain vehicle of claim 94, wherein: The protruding portion, the throttling portion and the connecting portion are integrally formed.

96. The all-terrain vehicle of claim 94, wherein: The throttling portion includes a first channel, a second channel and a third channel. The first channel is connected to the third channel through the second channel. The diameter of the second channel is smaller than that of the first channel.

97. The all-terrain vehicle of claim 94, wherein: The housing includes a cylinder head and a cylinder body, the first oil passage is arranged on the cylinder head, and the cylinder body is provided with a second oil passage connected to the first oil passage; the cylinder head is also provided with an intake oil passage, and the second oil passage is connected to the intake oil passage; the second oil passage is connected to the oil delivery mechanism.

98. The all-terrain vehicle of claim 94, wherein: The housing is also provided with an opening, the opening being connected to the second oil delivery passage, the opening being provided with an internal thread structure, and the connecting portion being provided with an external thread structure cooperating with the internal thread structure.

99. The all-terrain vehicle of claim 94, wherein: The protrusion is configured as a retaining ring distributed around the throttle bolt.

100. The all-terrain vehicle of claim 94, wherein: An inner diameter of the first oil delivery passage is greater than an inner diameter of the second oil delivery passage.

101. The all-terrain vehicle of claim 70, wherein: The engine comprises a cylinder block, an intake manifold and an exhaust manifold connected to the cylinder block; The supercharging component is arranged between the intake manifold and the exhaust manifold, and the supercharging component includes a compressor, a turbine and an intermediate body. The compressor and the turbine are both arranged on the intermediate body. The compressor is connected to the intake manifold, and the turbine is connected to the exhaust manifold. The turbine and the exhaust manifold are integrally formed.

102. The all-terrain vehicle of claim 101, wherein: The supercharging assembly includes an air inlet end and an air outlet end, wherein the air inlet end is arranged at a position close to the compressor, the air outlet end is arranged at a position close to the turbine, and the exhaust manifold is arranged between the air inlet end and the air outlet end and communicated with the air outlet end.

103. The all-terrain vehicle of claim 102, wherein: The air inlet end and the air outlet end are not directly connected on the boosting component.

104. The all-terrain vehicle of claim 101, wherein: The supercharging assembly further includes a transmission shaft connecting the compressor and the turbine.

105. The all-terrain vehicle of claim 101, wherein: The exhaust manifold is provided with a first connecting end and a second connecting end, and the first connecting end and the second connecting end are both provided with a first connecting hole. The cylinder body is provided with a second connecting hole that matches the first connecting hole. The exhaust manifold is connected to the cylinder body by fasteners passing through the first connecting hole and the second connecting hole.

106. The all-terrain vehicle of claim 105, wherein: The exhaust manifold is provided with a first material, and the fastener is provided with a second material; The first material has a first specific heat capacity, and the second material has a second specific heat capacity, the first specific heat capacity being different from the second specific heat capacity.

107. The all-terrain vehicle of claim 105, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3 mm and less than or equal to 5 mm.

108. The all-terrain vehicle of claim 105, wherein: A preset gap is also provided between the first connection end and the second connection end, and the gap is greater than or equal to 3.5 mm and less than or equal to 4.5 mm.

109. The all-terrain vehicle of claim 105, wherein: The exhaust manifold is also provided with a third connecting end, and a preset gap is provided between the first connecting end, the second connecting end and the third connecting end, and the gap is greater than or equal to 3.8 mm and less than or equal to 4.2 mm.

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