All-terrain vehicle

Abstract

An all-terrain vehicle, comprising: a frame; a vehicle body covering member, the vehicle body covering member being at least partially arranged on the frame; a walking assembly, the walking assembly being at least partially arranged on the frame; a driving device, the driving device being used for driving the walking assembly; and a reduction gearbox, the reduction gearbox being at least partially arranged on the driving device and used for outputting a driving force of the driving device. The reduction gearbox comprises a shift drum, a driving mechanism and an actuating device; the driving mechanism may be controlled to be used for driving the actuating device to rotate, and the actuating device drives the shit drum to rotate so as to achieve gear shifting; the reduction gearbox further comprises a parking arm and a parking gear, the parking arm with respect to the parking gear comprising a first state in a parking gear and a second state in a non-parking gear; the actuating device comprises an actuating assembly for driving the parking arm to be switched between the first state and the second state. The all-terrain vehicle achieves switching of parking functions by driving the parking arm to be switched between the two states, thus improving the stability of electronic gear shifting structures.

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, placing high power demands on their engines. Furthermore, to cope with these diverse scenarios, ATVs frequently need to switch gears to suit current road conditions. Constant operation of the shift mechanism can easily lead to driver fatigue. Therefore, finding a simple, easy-to-use, and highly reliable electronic shift mechanism remains a pressing challenge for those skilled in the art.

[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, the body covering being at least partially arranged on the vehicle frame; a traveling assembly, the traveling assembly being at least partially arranged on the vehicle frame; a driving device, the driving device being used to drive the traveling assembly; a reduction gear box, the reduction gear box being at least partially arranged on the driving device and being used to output the driving force of the driving device; the reduction gear box comprising a shift drum, a driving device and an actuator, the driving device being controllable to drive the actuator to rotate, the actuator driving the shift drum to rotate to achieve gear shifting; the reduction gear box further comprising a parking arm and a parking gear, the parking arm comprising a first state in a parking gear position and a second state in a non-parking gear position relative to the parking gear; the actuator comprising a driving parking arm An actuator component for switching the arm between a first state and a second state; the reducer includes a reducer housing, a housing formed around the reducer housing, and the reducer also includes a first shaft, a second shaft, a third shaft and a fourth shaft that are at least partially arranged in the housing space and basically arranged in sequence along the up and down directions, the first shaft and the second shaft are distributed at the farthest points at the upper and lower ends of the reducer, the second shaft and the third shaft are distributed at the farthest points at the front and rear ends of the reducer, the axis line of the first shaft and the axis line of the second shaft have a first distance between them along the up and down direction, the axis line of the second shaft and the axis line of the third shaft have a second distance between them along the front and rear direction, and the ratio of the first distance to the second distance is greater than or equal to 0.85 and less than or equal to 1.4.

[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 traveling assembly, the traveling assembly being at least partially arranged on the frame; a driving device, the driving device being used to drive the traveling assembly; a reduction gear box, the reduction gear box being at least partially arranged on the driving device and being used to output the driving force of the driving device; the reduction gear box comprising a shift drum, a driving device and an actuator, the driving device being controllable to drive the actuator to rotate, the actuator driving the shift drum to rotate to achieve gear shifting; the reduction gear box also comprising a parking arm and a parking gear, the parking arm comprising a first state in a parking gear position and a second state in a non-parking gear position relative to the parking gear; the actuator comprising an actuator assembly for driving the parking arm to switch between the first state and the second state.

[0009] According to a third aspect, an all-terrain vehicle is provided in this embodiment, comprising: a vehicle frame; a vehicle body covering, wherein the vehicle body covering is at least partially disposed on the vehicle frame; a traveling assembly, wherein the traveling assembly is at least partially disposed on the vehicle frame; an engine, wherein the engine is at least partially disposed on the vehicle frame; a transmission system, wherein the transmission system comprises a clutch for transmission connection with the engine, wherein the clutch comprises a clutch housing, and wherein the clutch housing comprises an intake structure and an exhaust structure; a driving device, wherein the driving device is used to drive the traveling assembly; a reduction gearbox, wherein the reduction gearbox is at least partially disposed on the driving device and is used to output the driving force of the driving device; the reduction gearbox comprises a shift drum, a driving device and an actuator, wherein the driving device can be controlled to drive the actuator to rotate, and the actuator drives the shift drum. The drum rotates to achieve gear shifting; the reduction gear box also includes a parking arm and a parking gear, and the parking arm includes a first state in a parking gear position and a second state in a non-parking gear position relative to the parking gear; the actuator includes an actuator component that drives the parking arm to switch between the first state and the second state; the air intake structure includes a first air intake port and a second air intake port, and the exhaust structure includes a first exhaust port and a second exhaust port. On a symmetry plane perpendicular to the left and right directions, the clutch housing is basically symmetrically arranged about the symmetry plane, the first exhaust port and the first air intake port are arranged on one side of the symmetry plane, the second exhaust port and the second air intake port are arranged on the other side of the symmetry plane, the first exhaust port is arranged in front of the first air intake port, and the second exhaust port is arranged behind the second air intake port.

[0010] 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

[0011] FIG1 is a schematic diagram of the three-dimensional structure of the all-terrain vehicle of the present application;

[0012] FIG2 is a schematic diagram of the three-dimensional structure of the powertrain of the present application;

[0013] FIG3 is an exploded view of the engine of the present application;

[0014] FIG4 is a cross-sectional view of the reduction gearbox of the engine of the present application;

[0015] FIG5 is a cross-sectional view of the reduction gearbox of the engine of the present application;

[0016] FIG6 is a cross-sectional view of the reduction gearbox of the engine of the present application from another perspective;

[0017] FIG7 is an exploded view of a portion of the reduction gearbox of the engine of the present application;

[0018] FIG8 is an exploded view of a portion of the reduction gearbox of the engine of the present application from another perspective;

[0019] FIG9 is an exploded view of the reduction gearbox and clutch housing of the engine of the present application;

[0020] FIG10 is a perspective schematic diagram of a reduction gearbox of the engine of the present application from one viewing angle;

[0021] FIG11 is a schematic diagram of the internal structure of the reduction gearbox of the engine of the present application;

[0022] FIG12 is a partial structural diagram of the reduction gearbox of the engine of the present application in the parking gear;

[0023] FIG13 is a partial structural diagram of the travel gear of the reduction gearbox of the engine of the present application;

[0024] FIG14 is a perspective schematic diagram of an actuator of an electronic shifting device of an engine according to the present application;

[0025] FIG15 is an exploded view of an actuator of an electronic shifting device of an engine according to the present application;

[0026] FIG16 is an exploded view of the actuator of the electronic shifting device of the engine of the present application from another perspective;

[0027] FIG17 is a perspective schematic diagram of the engine gear position sensor of the present application;

[0028] FIG18 is an exploded view of the engine gear position sensor of the present application;

[0029] FIG19 is an exploded view of the engine of the present application from one perspective;

[0030] FIG20 is a perspective schematic diagram of the internal lubrication structure of the engine of the present application;

[0031] FIG21 is a schematic diagram of the lubrication structure of the crankshaft of the engine of the present application;

[0032] FIG22 is a perspective schematic diagram of the crankshaft and magneto structure of the engine of the present application;

[0033] FIG23 is a perspective schematic diagram of the cooling structure of the engine of the present application;

[0034] FIG24 is a perspective schematic diagram of the cooling structure of the engine of the present application from another perspective;

[0035] FIG25 is a cross-sectional view of the connection structure of the supercharging assembly of the engine of the present application. DETAILED DESCRIPTION

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] The engine 11 is arranged in a transverse arrangement. Specifically, the crank-connecting rod mechanism 114 includes a crankshaft 1141, which extends substantially in the left-right direction. The engine 11 also includes a magneto 118, which can be driven by the crankshaft 1141 for power generation. The transmission system includes a transmission shaft (not shown), the clutch 12 includes a clutch assembly (not shown) and a clutch housing 122, and the reduction gearbox 13 includes a reduction gearbox 131 (see FIG4 ) and a reduction gearbox housing 132. The magneto 118 is disposed at one end of the crankshaft 1141, and the other end of the crankshaft 1141 is in transmission connection with one end of the clutch assembly, and the other end of the clutch assembly is in transmission connection with one end of the reduction gearbox 131, and the other end of the reduction gearbox 131 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, i.e., 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-connect to the clutch assembly, and the clutch assembly can directly drive-connect to the reduction gear assembly 131. 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 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 133 (see FIG8 ). One end of the spline shaft 133 is drive-connected to the reduction gear assembly 131, and the other end of the spline shaft 133 is drive-connected to the drive shaft and 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 133 extends substantially in the front-to-back direction, allowing the arrangement of the spline shaft 133 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 drivingly connected to the rear axle. The reduction gearbox housing 132 is provided with a reduction gearbox through-hole. The rear axle is disposed within the reduction gearbox through-hole and is drivingly connected to the reduction gearbox assembly 131, thereby enabling the engine 11 to be drivingly connected to the rear wheel assembly 252. In this embodiment, the valve train 112 also includes a supercharging assembly 1121. The supercharging assembly 1121 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. In one 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.

[0041] As shown in Figures 4 to 6 , the present application also provides a compact reduction gearbox 13 structure to meet the installation requirements of the all-terrain vehicle 200. Specifically, by fully utilizing the upper and lower spaces of the reduction gearbox 13 and compressing the space occupied by the reduction gearbox 13 in the front-to-back direction of the all-terrain vehicle 200, a tall and narrow reduction gearbox 13 is provided.

[0042] The reduction gearbox 13 includes a reduction gear assembly 131 and a reduction gear housing 132. The reduction gear housing 132 defines a receiving space 1321, with the reduction gear assembly 131 at least partially disposed within the receiving space 1321. Specifically, the reduction gear assembly 131 includes an input shaft 1311 connected to the clutch 12 and an output shaft 1312 connected to the transmission shaft. The reduction gearbox 13 also includes a reverse gear shaft 1313, a countershaft 1314, an intermediate shaft 1315, and a rear axle shaft 1316. In the vertical direction of the reduction gearbox 13, the reverse gear shaft 1313, the countershaft 1314, and the intermediate shaft 1315 are all disposed between the input shaft 1311 and the output shaft 1312 and are connected to each other via a gear assembly. In the front-to-back direction of the reduction gearbox 13, the input shaft 1311, the intermediate shaft 1315, the countershaft 1314, and the output shaft 1312 are all disposed between the reverse gear shaft 1313 and the rear axle shaft 1316. Along the vertical direction of the reduction gear box 13, the input shaft 1311, the reverse gear shaft 1313, the secondary shaft 1314, the intermediate shaft 1315, the output shaft 1312, and the rear axle shaft 1316 are arranged in order from top to bottom. In order to fully utilize the space in the vertical direction, the spacing between the various shaft bodies in the vertical direction is relatively large. In order to reduce the space occupied by the reduction gear box 13 in the front-to-back direction, along the front-to-back direction of the reduction gear box 13, the spacing between the input shaft 1311, the reverse gear shaft 1313, the secondary shaft 1314, the intermediate shaft 1315, the output shaft 1312, and the rear axle shaft 1316 in the front-to-back direction is relatively small. As an implementation method, along the vertical direction, the distance between the axis centerline of the input shaft 1311 and the axis centerline of the output shaft 1312 is set to be greater than or equal to 170 mm and less than or equal to 230 mm. Furthermore, the distance between the axis of the input shaft 1311 and the axis of the output shaft 1312 is set to be greater than or equal to 180 mm and less than or equal to 220 mm. Furthermore, the distance between the axis of the input shaft 1311 and the axis of the output shaft 1312 is set to be greater than or equal to 190 mm and less than or equal to 210 mm. As a specific implementation, the distance between the axis of the input shaft 1311 and the axis of the output shaft 1312 is set to 200 mm. This arrangement effectively utilizes the vertical space of the reduction gearbox 13, thereby fully utilizing the vertical layout space of the all-terrain vehicle 200. In the front-to-back direction, the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 is set to be greater than or equal to 160 mm and less than or equal to 200 mm. Furthermore, the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 is set to be greater than or equal to 170 mm and less than or equal to 190 mm. Furthermore, the distance between the axis of the reverse gear shaft 1313 and the axis of the rear axle shaft 1316 is set to be greater than or equal to 175 mm and less than or equal to 185 mm. This arrangement reduces the space occupied by the reduction gearbox 13 in the front-to-back direction, thereby leaving more space for the ATV 200 in the front-to-back direction.As an implementation, a ratio of a vertical distance between the axis centerlines of the input shaft 1311 and the output shaft 1312 to a longitudinal distance between the axis centerlines of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 0.85 and less than or equal to 1.4. Furthermore, a ratio of a vertical distance between the axis centerlines of the input shaft 1311 and the output shaft 1312 to a longitudinal distance between the axis centerlines of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 1 and less than or equal to 1.35. Furthermore, a ratio of a vertical distance between the axis centerlines of the input shaft 1311 and the output shaft 1312 to a longitudinal distance between the axis centerlines of the reverse gear shaft 1313 and the rear axle shaft 1316 is greater than or equal to 1.2 and less than or equal to 1.3. Through such an arrangement, the reduction gearbox 13 can make more full use of the space in the up-down direction while reducing the use of the space in the front-back direction, thereby providing a high, flat and compact reduction gearbox 13 structure.

[0043] As an implementation method, on a projection plane perpendicular to the left-right direction, the axis centerline of each shaft body has a projection point on the projection plane along the left-right direction. Specifically, on this projection plane, the line connecting the axis centerline of the input shaft 1311 and the axis centerline of the secondary shaft 1314 constitutes a first connecting line 131a, the line connecting the axis centerline of the secondary shaft 1314 and the axis centerline of the intermediate shaft 1315 constitutes a second connecting line 131b, and the line connecting the axis centerline of the intermediate shaft 1315 and the axis centerline of the output shaft 1312 constitutes a third connecting line 131c. The angle between the first connecting line 131a and the second connecting line 131b is greater than or equal to 90° and less than or equal to 110°. The angle between the second connecting line 131b and the third connecting line 131c is greater than or equal to 110° and less than or equal to 130°. Specifically, the angle between the first connecting line 131a and the second connecting line 131b is set to 100 degrees, and the angle between the second connecting line 131b and the third connecting line 131c is set to 124 degrees. This arrangement can make the structure between the various shafts in the reduction gearbox 13 more compact while fully meeting the reduction transmission function, thereby further reducing the volume of the reduction gearbox housing 132, making the reduction gearbox 13 more compact and better meeting the requirements of the compact layout of the all-terrain vehicle 200.

[0044] As an implementation, the rear axle gears and differential on rear axle shaft 1316 are both housed within transmission housing 111. Output shaft 1312 is also equipped with a bevel gear that transmits power to the front axle, which then outputs the power to output shaft 1312. In this embodiment, by integrating the rear axle gears and differential into reduction gearbox housing 132, the space occupied by reduction gearbox housing 132 can be effectively reduced, making reduction gearbox 13 more compact.

[0045] During the process of output shaft 1312 transmitting the driving force of clutch 12 to reduction assembly 131, since input shaft 1311, countershaft 1314, and output shaft 1312 are all connected via a gear assembly, the gear assembly generates significant interaction forces and heat during transmission. Therefore, timely lubrication of input shaft 1311, countershaft 1314, output shaft 1312, and gear assembly is necessary. As one implementation, lubricating fluid is provided within reduction housing 132 and distributed to the gear assembly and various shafts through splash lubrication. As will be appreciated, when reduction assembly 131 is operating at high speed, the lubricating fluid within reduction housing 132 is driven by the gear assembly, flying to various locations and thereby lubricating various components. To effectively meet lubrication requirements, the lubricating fluid should remain as close to various components as possible while returning to the bottom of reduction housing 132 under the influence of gravity, achieving secondary lubrication and thus achieving a better lubrication effect. To this end, as an implementation, the countershaft 1314 is configured as a hollow structure and formed with a cavity 1314a. One end of the countershaft 1314 is configured as a closed structure, while the other end is provided with an opening. The opening collects lubricating fluid during the falling process, thereby lubricating the reduction assembly 131. As an implementation, the countershaft 1314 is provided with an oil hole 1314b. During the high-speed rotation of the countershaft 1314, the oil hole 1314b can eject the lubricating fluid within the cavity 1314a of the countershaft 1314 and distribute it to the gear assembly and / or the input shaft 1311 and the output shaft 1312. As an implementation, the oil holes 1314b are evenly distributed around the circumference of the countershaft 1314, thereby meeting lubrication requirements in all directions. It will be appreciated that the diameter of the oil hole 1314b is configured to be greater than or equal to 2 mm and less than or equal to 4 mm. Furthermore, the diameter of oil hole 1314b is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm. As a specific implementation, the diameter of oil hole 1314b is set to 3 mm. This configuration not only meets lubrication requirements, but also prevents the lubricant in cavity 1314a from being completely thrown out during the high-speed rotation of secondary shaft 1314, preventing the lubricant collected at the opening from being unable to continuously meet the secondary lubrication requirements.

[0046] In this embodiment, a guide structure 1322 is also provided. This guide structure 1322 can guide the lubricating liquid splashing down to the opening of the secondary shaft 1314, thereby further increasing the amount of oil within the cavity 1314a of the secondary shaft 1314 and enhancing the secondary lubrication effect. Specifically, the guide structure 1322 is configured as a baffle extending from the sidewall of the reduction gearbox housing 132. The baffle at least partially extends to the opening of the secondary shaft 1314. When viewed from a direction perpendicular to the axial direction of the secondary shaft 1314, the baffle and the secondary shaft 1314 at least partially overlap, thereby ensuring that the lubricating liquid collected in the baffle can effectively flow into the cavity 1314a of the secondary shaft 1314. As an implementation, the guide structure 1322 includes a collection portion 1322a and a guide portion 1322b. The collection portion 1322a is annular and is distributed axially around the secondary shaft 1314 and is located at one end near the opening. The guide portion 1322b and the collection portion 1322a are fixedly connected or integrally formed. The outer surface of the guide portion 1322b is substantially continuous with the outer surface of the collection portion 1322a, thereby enabling the guide portion 1322b to quickly guide the lubricating liquid collected in the collection portion 1322a into the cavity 1314a of the secondary shaft 1314. In one implementation, the guide structure 1322 extends along a first predetermined direction, while the secondary shaft 1314 extends along a second predetermined direction. The first and second predetermined directions are arranged at an angle, thereby enabling the lubricating liquid collected in the collection portion 1322a to quickly flow into the cavity 1314a of the secondary shaft 1314.

[0047] As shown in Figures 7 and 8, the input shaft 1311 of the reduction gear assembly 131 is supported on the reduction gear housing 132 via bearings, thereby meeting the requirements for high-speed rotation of the input shaft 1311. It is understandable that during operation, the reduction gear assembly 131, particularly during transmission, generates an axial force on the input shaft 1311. This axial force is transmitted to the bearings, making the bearings susceptible to axial loosening. As an implementation, the reduction gear housing 132 is provided with a mounting slot 1323. The reduction gear housing 132 also includes an input shaft cover 1324 for enclosing at least a portion of the mounting slot 1323. The input shaft cover 1324 cooperates with the mounting slot 1323 to form a receiving space within which the bearing is at least partially disposed. Because the bearing may dislodge from the mounting slot 1323 under the action of axial force, the present application also provides a retaining structure 1324a, which is used to apply a force opposite to the aforementioned axial force to prevent the bearing from dislodging from the mounting slot 1323. Specifically, the retaining structure 1324a is disposed on the input shaft cover 1324 and is fixedly connected to or integrally formed with the input shaft cover 1324. The retaining structure 1324a extends substantially parallel to the input shaft 1311 and is distributed circumferentially around the extension of the input shaft 1311. Specifically, when the input shaft cover 1324 is secured to the reduction gear housing 132 via a retaining member, the retaining structure 1324a abuts against the bearing, securing the bearing in its current position and preventing it from dislodging from the mounting slot 1323 under axial force. This ensures bearing stability and eliminates the need for additional retaining members. It will be appreciated that the reverse gear shaft 1313, countershaft 1314, intermediate shaft 1315, and rear axle shaft 1316 are all mounted on the reduction gear housing 132 via bearings. To secure the various shafts, a nut may be provided at one end of the shaft, with the nut mating with threads provided on the portion of the shaft extending into the reduction gear housing 132 to compress the bearings. This prevents the shafts from moving on the bearings, ensures full engagement between the gear components, and increases the stability of power transmission.

[0048] As shown in Figures 8 to 10, the reduction gearbox 13 is also equipped with a connecting bracket 134, which is used to accommodate and support at least a portion of the spline shaft 133. As will be understood, the output shaft 1312 of the reduction gearbox 13 needs to transmit power to the spline shaft 133 to drive the spline shaft 133 to rotate. Since the spline shaft 133 is connected to the reduction gearbox 13 by an external transmission, a support structure is required at the connection between the spline shaft 133 and the reduction gearbox 13. To ensure stable power transmission between the output shaft 1312 and the spline shaft 133, lubrication requirements between the output shaft 1312 and the spline shaft 133 must also be met. To improve the convenience and reliability of the connection between the spline shaft 133 and the output shaft 1312, the present application provides a connecting bracket 134. As an implementation, the connecting bracket 134 is disposed at the connection between the reduction gearbox 13 and the clutch 12. Specifically, a receiving space is provided between the reduction gearbox 13 and the clutch 12, and the connecting bracket 134 is at least partially disposed within this receiving space. In this embodiment, the connecting bracket 134 is provided with a first type of connecting hole 1341 and a second type of connecting hole 1342. The first type of connecting hole 1341 allows a connecting member to secure the connecting bracket 134 to the reduction gearbox housing 132; the second type of connecting hole 1342 allows a connecting member to secure the clutch housing 122 and the connecting bracket 134 to the reduction gearbox housing 132. Through these two securing methods, the connecting bracket 134 can be secured to the reduction gearbox housing 132 in a direction perpendicular to the spline shaft 133. As an implementation, the connecting bracket 134 is further provided with a third type of connecting hole 1343, which is arranged substantially parallel to the output shaft 1312. The third type of connecting hole 1343 can secure the connecting bracket 134 to the reduction gearbox housing 132 in a direction parallel to the output shaft 1312.

[0049] In one embodiment, the connecting bracket 134 extends substantially parallel to the spline shaft 133. A chamber is formed within the connecting bracket 134 for accommodating at least a portion of the spline shaft 133. This chamber communicates with the accommodating space formed around the reduction gearbox housing 132, thereby ensuring continuous lubrication between the spline shaft 133 and the output shaft 1312. In one embodiment, an oil seal is provided at the end of the connecting bracket 134 distal from the output shaft 1312. After the spline shaft 133 is connected to the connecting bracket 134, the oil seal seals the gap between the spline shaft 133 and the connecting bracket 134, preventing lubricant from escaping from the chamber of the connecting bracket 134. More specifically, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 220 mm and less than or equal to 300 mm. Furthermore, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 240 mm and less than or equal to 280 mm. Furthermore, the length of the connecting bracket 134 extending in the predetermined direction is greater than or equal to 260 mm and less than or equal to 270 mm. Through the above arrangement, the connecting bracket 134 can be made of sufficient length to form an accommodating space 1321, thereby fully lubricating the connection between the spline shaft 133 and the output shaft 1312. It can be understood that the spline shaft 133 and the output shaft 1312 transmit torque through a bevel gear transmission. Since the connection is far away from the internal space of the reduction gear housing 132, the connection itself has a high demand for lubrication. Therefore, by providing the connecting bracket 134, a relatively independent lubrication space is provided to ensure that the connection between the spline shaft 133 and the output shaft 1312 is fully lubricated, thereby ensuring the stability of power transmission. On the other hand, by configuring the connecting bracket 134 to be detachably connected to the reduction gear housing 132, it can increase the convenience of installation between the spline shaft 133 and the reduction gear housing 13. Specifically, the connecting bracket 134 is a separate part, which can be first connected to the spline shaft 133. When the connecting bracket 134 and the spline shaft 133 are connected to form a whole, they are then connected to the reduction gearbox housing 132, thereby greatly improving the convenience of installing the spline shaft 133.

[0050] As shown in Figures 11 to 16, the reduction gearbox 13 provided in the present application is also provided with an electronic shifting device 135, which can drive the reduction gearbox 13 to automatically switch to a preset gear position. Specifically, the reduction gearbox 13 also includes a shift drum 1317, on which a profile is provided, and the profile cooperates with the shift fork to enable the gear assembly to engage at different positions to achieve shifting. As an implementation method, the electronic shifting device 135 includes a driving device 1351 and an actuator 1352. Among them, the driving device 1351 is configured to be in transmission connection with the actuator 1352, and can drive the actuator 1352 to rotate through a built-in driving mechanism, thereby driving the shift drum 1317 to rotate. It can be understood that the driving device 1351 also has a built-in drive control mechanism, which is used to control the operation of the driving mechanism.

[0051] Specifically, the actuator 1352 includes a shift shaft 1352an, one end of which is in transmission connection with the drive device 1351, and the other end of the shift shaft 1352an is in transmission connection with the shift drum 1317. The shift shaft 1352an can be driven by the drive device 1351 to drive the shift drum 1317 to rotate. As an implementation method, the engine 11 provided in the present application is provided with multiple gears, including forward gear, reverse gear, neutral gear, and parking gear. When the reduction gear 13 is in the parking gear, the various shafts and gear assemblies of the reduction gear 13 do not transmit driving force and are restricted to the current position. As an implementation method, the reduction gear 13 is also provided with a parking arm 136, which can cooperate with the parking gear 1314c on the secondary shaft 1314 to limit the rotation of the secondary shaft 1314. Specifically, the parking arm 136 is rotatable about a preset axis and has a first state relative to the parking gear 1314c, in a parking position, and a second state relative to the non-parking position. When the parking arm 136 is in the first state, the reduction gear 13 is in the parking position. At this time, the various shafts and gear assemblies of the reduction gear 13 do not transmit driving force and are restricted to the current position. When the parking arm 136 is in the second state, the reduction gear 13 is in the non-parking position. At this time, the various shafts and gear assemblies of the reduction gear 13 can transmit driving force. Specifically, to achieve parking, the actuator 1352 also includes an actuator assembly 1352a, which is used to drive the parking arm 136 to switch between the parking position and the non-parking position. Specifically, the actuator assembly 1352a includes a positioning star wheel 1352aa, a buffer spring 1352ag, and a transmission member 1352am. Positioning star wheel 1352aa comprises a first cylinder 1352ab and a second cylinder 1352ac, which are fixedly connected or integrally formed with each other. The diameter of first cylinder 1352ab is larger than that of second cylinder 1352ac, forming a stepped structure for positioning star wheel 1352aa. Second cylinder 1352ac is provided with a first protrusion 1352ad, the protruding portion of which is positioned within the outer circumference of first cylinder 1352ab.

[0052] The parking arm 136 includes a first mating portion 1361 and a second mating portion 1362. The first mating portion 1361 is mounted on the positioning star wheel 1352aa and can be restricted in axial displacement by the first cylinder 1352ab. The first mating portion 1361 is provided with a second protrusion 1361a, which can abut against the first protrusion 1352ad to transmit torque. The second mating portion 1362 is specifically configured as a limiting tooth, which is configured to engage with the parking gear 1314c on the countershaft 1314 to limit the rotation of the gear. It can be understood that when the first protrusion 1352ad is away from the second protrusion 1361a, the actuator 1352 can drive the shift drum 1317 to rotate to a preset position for shifting. At this time, the limiting tooth is located away from the parking gear 1314c. When first protrusion 1352ad abuts second protrusion 1361a in the first rotational direction, the force on shift shaft 1352an is transmitted to parking arm 136, driving parking arm 136 to the parking position. At this point, the stopper tooth engages parking gear 1314c, and reduction gearbox 13 stops transmitting torque and enters the parking state. When first protrusion 1352ad moves away from second protrusion 1361a in the second direction, the force on the shift shaft continues to be transmitted through first protrusion 1352ad to second protrusion 1361a, driving parking arm 136 away from parking gear 1314c, thereby entering the non-parking state. It will be understood that the first rotational direction and the second rotational direction are opposite.

[0053] Transmission member 1352am is fixedly connected to shift shaft 1352an and rotates synchronously with the latter. A buffer spring 1352ag and a positioning star wheel 1352aa are both mounted on shift shaft 1352an. Buffer spring 1352ag is located on one side of transmission member 1352am, while positioning star wheel 1352aa is located on the other side. Buffer spring 1352ag includes a first lever arm 1352ah and a second lever arm 1352ak, both of which pass through transmission member 1352am and positioning star wheel 1352aa. When the driving device 1351 drives the shift shaft 1352an to rotate, the transmission member 1352am transmits the torque to the first lever arm 1352ah of the buffer spring 1352ag. Since the first lever arm 1352ah passes through the transmission member 1352am and the positioning star wheel 1352aa at the same time, at this time, the first lever arm 1352ah transmits the torque from the transmission member 1352am to the positioning star wheel 1352aa, thereby driving the positioning star wheel 1352aa to rotate, and then drives the parking arm 136 to rotate through the positioning star wheel 1352aa to switch between the parking position and the non-parking position. It is understood that the cooperation between first protrusion 1352ad and second protrusion 1361a can drive the limiting tooth on parking arm 136 toward or away from parking gear 1314c. However, when the tooth top of the limiting tooth abuts against the tooth top of parking gear 1314c, causing a jam, the limiting tooth and parking gear 1314c cannot engage to achieve parking. At this time, the shift shaft 1352an continues to rotate under the drive of drive device 1351. If the parking arm 136 continues to receive torque transmitted from the shift shaft 1352an, it will cause damage to the limiting tooth or parking gear 1314c. As an implementation method, when the limit tooth is engaged with the parking gear 1314c, the buffer spring 1352ag will store the torque continuously transmitted from the shift shaft 1352an. When the various shafts of the reduction gear 13 rotate under the action of external force, the parking gear 1314c will actively be offset from the limit tooth. At this time, the torque stored in the buffer spring 1352ag can continue to drive the parking arm 136 to rotate, so that the limit tooth is engaged with the parking gear 1314c to achieve parking.

[0054] Specifically, positioning star wheel 1352aa is provided with a first transmission hole 1352ae and a second transmission hole 1352af. Transmission member 1352am is provided with a first transmission slot and a second transmission slot. First lever arm 1352ah passes through both the first transmission slot and the first transmission hole 1352ae, while second lever arm 1352ak passes through both the second transmission slot and the second transmission hole 1352af. When shift shaft 1352an drives transmission member 1352am to rotate, transmission member 1352am drives first lever arm 1352ah to rotate in a first direction, which in turn drives positioning star wheel 1352aa to rotate. When the limiting tooth engages with parking gear 1314c, parking arm 136 cannot rotate. At this time, first lever arm 1352ah, driven by transmission member 1352am, gradually moves away from second lever arm 1352ak, thereby accumulating force for buffer spring 1352ag. At this point, the second lever arm 1352ak abuts against the sidewalls of the second transmission slot and second transmission hole 1352af and tends to move toward the first lever arm 1352ah. When the limiting tooth and parking gear 1314c are displaced by an external force, the parking arm 136 can be driven to rotate. At this point, the second lever arm 1352ak releases the torque of the buffer spring 1352ag and transmits it to the positioning star wheel 1352aa, thereby driving the parking arm 136 to rotate, causing the limiting tooth to actively engage with the parking gear 1314c to achieve parking. The above structure provides a simple, low-cost, and highly automated electronic shifting mechanism, which greatly increases user convenience and relieves users of concerns during the shifting process.

[0055] As shown in Figures 17 and 18, the gearbox 13 is also provided with a gear position sensor 137. The gear position sensor 137 is mounted on the gearbox 13 through the gearbox housing 132. As an implementation method, the gear position sensor 137 includes a first connecting portion 1371 and a second connecting portion 1372. The first connecting portion 1371 is provided inside the gearbox housing 132, and the second connecting portion 1372 is provided outside the gearbox housing 132. The first connecting portion 1371 is used to transmit the electrical signal in the gearbox housing 132 to the second connecting portion 1372, and then transmit it to the vehicle controller through the second connecting portion 1372.

[0056] The first connection portion 1371 includes a first support portion 1371a and a gear contact structure 1371c. The first support portion 1371a is made of epoxy resin and has a connection hole 1371b defined therein. The gear contact structure 1371c is at least partially disposed within the connection hole 1371b and serves to seal the connection hole 1371b, thereby preventing lubricating oil within the reduction gearbox 13 from leaking through the connection hole 1371b. In one implementation, the gear contact structure 1371c is substantially columnar and extends in a predetermined direction. A plurality of protrusions 1371d are distributed around the gear contact structure 1371c. Multiple protrusions 1371d are distributed along the extension direction of the gear contact structure 1371c, forming a maze structure. By setting up a maze structure formed by the protrusion 1371d, on the one hand, the stability of the connection between the gear contact structure 1371c and the connecting hole 1371b can be increased; on the other hand, the flow path of the oil circuit can be increased when oil leaks into the gearbox housing 132, thereby avoiding oil leakage by increasing the connection stability and extending the oil flow path.

[0057] The second connecting portion 1372 is provided with a second support portion 1372a and a connecting wire 1372b. The connecting wire 1372b at least partially passes through the second support portion 1372a. One end of the connecting wire 1372b is electrically connected to the vehicle controller, and the other end of the connecting wire 1372b is electrically connected to the gear position contact structure 1371c. As an implementation, the gear position sensor 137 also includes an adapter 1372c, which is used to electrically connect the gear position contact structure 1371c and the connecting wire 1372b. It is understandable that because the gear position contact structure 1371c and the connecting wire 1372b are both used to transmit electrical signals, they need to be welded together. However, traditional welding processes can easily cause gaps to form at the weld between the gear position contact structure 1371c and the connecting wire 1372b due to the high temperature of the welding site, which can cause oil in the reduction gear 13 to leak out. By providing adapter 1372c, the welding position of the shift contact structure 1371c can be distanced from the welding position of the connecting wire 1372b, thereby preventing local overheating and the formation of gaps. Specifically, a preset distance is provided between the welding position of the shift contact structure 1371c on adapter 1372c and the welding position of the connecting wire 1372b on adapter 1372c. By providing such a preset distance, the welding points of the shift contact structure 1371c and the connecting wire 1372b on adapter 1372c can be spaced apart, preventing local overheating and the formation of large gaps in the second support portion 1372a, thereby preventing oil leakage in the reduction gearbox 13.

[0058] As shown in Figures 19 and 20, the engine 11 also includes a lubricating mechanism 127. Lubricating fluid is provided within the engine 11, and the lubricating mechanism 127 circulates the lubricating fluid within the engine 11 to reduce wear and tear. The crankcase 1114 and the oil pan 1115 are connected to form an oil reservoir 1115a. One end of the lubricating mechanism 127 is disposed within the oil reservoir 1115a, while the other end of the lubricating mechanism 127 is disposed within components of the engine 11, such as the housing 111 and the crank-connecting rod mechanism 114. The oil reservoir 1115a is used to collect and store the lubricating fluid within the engine 11. The lubricating mechanism 127 can deliver or spray the lubricating fluid to the components of the engine 11, thereby lubricating and cooling the components of the engine 11. Lubrication mechanism 127 includes an oil pumping mechanism 116, an oil filter 11c, and an oil cooler 11b. Housing 111 includes a side cover 1113q, which is fixedly connected to crankcase 1114. Oil filter 11c and oil cooler 11b are mounted on side cover 1113q. Lubrication mechanism 127 also includes an oil pipe, connecting oil pumping mechanism 116 to oil reservoir 1115a. An oil pan oil passage is provided in oil pan 1115, and a side cover oil passage 1113qm is provided in side cover 1113q. The oil pan oil passage and side cover oil passage 1113qm are connected. Oil pumping mechanism 116 is connected to oil filter 11c via the oil pan oil passage and side cover oil passage 1113qm. Oil filter 11c is connected to oil cooler 11b via side cover oil passage 1113qm. By providing side cover oil passage 1113qm, the structural space of side cover 1113q can be fully utilized, eliminating the need for piping, saving costs, and improving the space utilization of side cover 1113q. Crankshaft-connecting rod mechanism 114 includes a balance shaft, which is used to balance and reduce the vibration of crankshaft 1141, thereby improving the stability of engine 11. Crankcase 1114 is provided with a main oil passage 1114k, which communicates with side cover oil passage 1113qm. Crankcase 1114 is provided with a balance shaft bearing seat 1114m and a crankshaft bearing seat 1114n. The balance shaft's ends are rotatably connected to crankcase 1114 via balance shaft bearings provided in balance shaft bearing seat 1114m. Crankshaft 1141 is rotatably connected to crankcase 1114 via crankshaft bearings provided in crankshaft bearing seat 1114n. Crankcase 1114 is provided with a first oil passage 1114q. A main oil passage 1114k is connected to a crankshaft bearing seat 1114n via this passage. Lubricating fluid in main oil passage 1114k can flow through this passage to the crankshaft bearing seat 1114n, thereby lubricating the crankshaft bearing. Crankcase 1114 is also provided with a second oil passage 1114r. This passage connects the crankshaft bearing seat 1114n to a balance shaft bearing seat 1114m. Lubricating fluid in the crankshaft bearing seat 1114n can flow through this passage to the balance shaft bearing seats 1114m at both ends of the balance shaft, thereby lubricating the balance shaft bearings.The balance shaft is internally provided with a balance shaft oil circuit, connecting the balance shaft bearing seats 1114m at both ends of the balance shaft. This allows lubricant in the balance shaft bearing seats 1114m to flow to the balance shaft, thereby lubricating the balance shaft. This arrangement increases the amount of lubricant in the balance shaft. Lubricant flows into the balance shaft oil circuit from both ends of the balance shaft, ensuring a balanced flow of lubricant to the balance shaft, thereby improving lubrication and heat dissipation of the balance shaft.

[0059] As shown in Figures 19 to 22, as one implementation, magnetic motor 118 is disposed between crankshaft 1141 and side cover 1113q. Magnetic motor 118 includes a stator assembly 1182 and a rotor 1183. In this application, stator assembly 1182 is fixedly connected to side cover 1113q. Rotor 1183 forms a rotor cavity 1183a around itself, and stator assembly 1182 is disposed within rotor cavity 1183a. A keyway 1183b is provided between rotor 1183 and crankshaft 1141, achieving a keyed connection between rotor 1183 and crankshaft 1141. Side cover 1113q surrounds rotor 1183 and surrounds both rotor 1183 and stator assembly 1182. When engine 11 is operating, crankshaft 1141 drives rotor 1183 to rotate relative to stator assembly 1182, cutting magnetic induction lines to generate electricity. It can be understood that when the crankshaft 1141 drives the rotor 1183 to rotate at a high speed, a large amount of heat will be generated when the rotor 1183 cuts the magnetic induction line relative to the stator assembly 1182. In this embodiment, the magnetic motor 118 itself has a large power because it needs to output a large amount of electricity. Specifically, the rated power of the magnetic motor 118 is set to be greater than or equal to 0.9kW and less than or equal to 1.5kW. Based on the setting of such a high-power magnetic motor 118, the magnetic motor 118 itself also needs to be provided with a cooling system to maintain the temperature of the magnetic motor 118 within a preset range when generating electricity. Specifically, in order to meet the normal operation of the magnetic motor 118, its temperature needs to be maintained within a range of less than or equal to 220°C. As an implementation method, the present application also provides a cooling oil circuit for cooling the magnetic motor 118. Specifically, the crankshaft 1141 is rotatably connected to the crankcase 1114 via a bearing disposed in a crankshaft bearing seat 1114n. A crankshaft oil passage 1141a is disposed within the crankshaft 1141 and communicates with the main oil passage 1114k via the crankshaft bearing seat 1114n. A rotor oil passage 1184 is disposed within the rotor 1183 and communicates with the crankshaft oil passage 1141a. The crankshaft oil passage 1141a is configured as a passageway within the crankshaft 1141. The crankshaft oil passage 1141a includes a first passage 1141b that communicates with the main oil passage 1114k and a second passage 1141c that communicates with the rotor oil passage 1184. The second passage 1141c also includes a through-hole 1141ba that extends through the crankshaft 1141 and communicates with the rotor oil passage 1184. Furthermore, rotor 1183 is at least partially penetrated by rotor oil passage 1184, and crankshaft oil passage 1141a is connected to rotor cavity 1183a via rotor oil passage 1184. As rotor 1183 rotates, lubricating fluid passes through rotor 1183 and can splash onto stator assembly 1182. This arrangement prevents stator assembly 1182 from ablation and damage due to excessive temperatures, thereby improving the safety, reliability, and service life of magneto 118.

[0060] It can be understood that different powers of the magneto 118 generate different amounts of heat when in operation. In this embodiment, in order to meet the cooling requirements of the larger power magneto 118, the diameter of the through hole 1141ba of the crankshaft 1141 is set to be greater than or equal to 1 mm and less than or equal to 1.4 mm. There are two through holes 1141ba, which are distributed circumferentially around the crankshaft 1141. Through such a setting, a better lubrication effect can be achieved, so that the magneto 118 can be better lubricated and its temperature is maintained within a range of less than or equal to 220°C. In addition, it can also avoid excessive outflow of lubricating fluid, which causes excessive outflow of lubricating fluid in the main oil circuit 1114k, affecting the lubrication effect of other components. As an implementation method, the ratio of the diameter of the through hole 1141ba of the crankshaft 1141 to the rated power of the magneto 118 is greater than or equal to 0.65 mm / kW and less than or equal to 1.56 mm / kW. Furthermore, the ratio of the diameter of through-hole 1141ba in crankshaft 1141 to the rated power of magneto 118 is greater than or equal to 0.85 mm / kW and less than or equal to 1.45 mm / kW. It is understood that the ratio of the diameter of through-hole 1141ba in crankshaft 1141 to the rated power of magneto 118 is greater than or equal to 0.95 mm / kW and less than or equal to 1.15 mm / kW. Through the above arrangement, the power generation needs of the high-power magneto 118 of the all-terrain vehicle 200 can be ensured while also meeting the cooling requirements of the magneto 118, thus preventing damage due to high heat during operation. Furthermore, through the above arrangement, the need for other cooling mechanisms to cool the magneto 118 can be reduced, thereby making the engine 11 more compact overall, meeting the requirements of the all-terrain vehicle 200 for a compact body and a small installation space.

[0061] As an optional embodiment, rotor oil circuit 1184 includes a first rotor oil circuit 1184a and a second rotor oil circuit 1184b. These circuits, along with keyway 1183b, are arranged around crankshaft 1141. Specifically, on a first plane 101 perpendicular to the rotational axis of crankshaft 1141, the projection of the axis of first rotor oil circuit 1184a onto first plane 101 is a first projection, and the projection of the axis of second rotor oil circuit 1184b onto first plane 101 is a second projection. The first projection extends substantially along a first direction, while the second projection extends substantially along a second direction. The intersection of the plane of symmetry of keyway 1183b and the first plane 101 extends substantially along a third direction, with the angle between the first, second, and third directions being 120°. This arrangement ensures uniform local loads on crankshaft 1141 and rotor 1183, ensuring the structural strength of crankshaft 1141 and rotor 1183. The radius of the first rotor oil passage 1184a is set to be greater than or equal to 2 mm and less than or equal to 4 mm, and the radius of the second rotor oil passage 1184b is set to be greater than or equal to 2 mm and less than or equal to 4 mm. This arrangement not only meets the heat dissipation and lubrication requirements of the magnetic motor 118, but also ensures the structural strength of the crankshaft 1141 and the rotor 1183. As an optional embodiment, the radius of the first rotor oil passage 1184a is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm, and the radius of the second rotor oil passage 1184b is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm. Specifically, the radius of the first rotor oil passage 1184a can be set to 2 mm, 3 mm, or 4 mm, and the radius of the second rotor oil passage 1184b can be set to 2 mm, 3 mm, or 4 mm, etc.

[0062] As shown in Figures 23 and 24, the engine 11 also includes a cooling system 11a. Cooling system 11a contains a heat exchange medium that circulates through the engine 11 to remove heat generated during operation. Cooling system 11a includes a water pump assembly 11aa, cooling pipes 11ab, heat dissipation pipes 11ac, and a radiator 11ad. Cooling pipes 11ab connect the water pump assembly 11aa with the components of the engine 11. The water pump assembly 11aa drives the heat exchange medium to circulate through the components of the engine 11 to remove heat generated during operation. The heat exchange medium is then transferred to heat dissipation pipes 11ac via cooling pipes 11ab. Heat dissipation pipes 11ac then connect to radiator 11ad, where the heat absorbed by the heat exchange medium is transferred to the outside world via radiator 11ad. It is understood that when the engine 11 is in different operating states, the heat generated by the heat generating units in the engine 11 varies, and their cooling requirements also vary. Specifically, the cooling system 11a includes a large circulation loop and a small circulation loop. The large circulation loop is the circuit formed by the water pump assembly 11aa driving the heat exchange medium through the cooling pipe 11ab, the heat generating unit of the engine 11, and the heat dissipation pipe 11ac, before entering the radiator 11ad for heat dissipation. The heat then flows out of the radiator 11ad and continues through the heat dissipation pipe 11ac and the water pump assembly 11aa. This circuit is suitable for use when the engine 11 generates a lot of heat, as the radiator 11ad is required to assist in heat dissipation. The small circulation loop is the circuit formed by the water pump assembly 11aa driving the heat exchange medium through the cooling pipe 11ab, the heat generating unit of the engine 11, and then returning to the cooling pipe 11ab and entering the water pump assembly 11aa. As an implementation, the cooling system 11a also includes a thermostat 11ae and a temperature sensor. The temperature sensor is electrically connected to the thermostat 11ae and monitors the temperature of the heat exchange medium to provide an electrical signal to the thermostat 11ae. The thermostat 11ae is provided at the connection of the heat dissipation pipe 11ac and the cooling pipe 11ab to control the cooling circulation path of the cooling system 11a. Specifically, when the temperature of the heat exchange medium is lower than the preset temperature, the thermostat 11ae is closed, and at this time the cooling system 11a only conducts the small circulation loop. When the temperature of the heat exchange medium is greater than or equal to the preset temperature, the thermostat 11ae is turned on, and at this time the large circulation loop and the small circulation loop of the cooling system 11a are connected to achieve sufficient cooling of the engine 11. As an implementation method, the preset temperature is set to 82°C. Below this temperature value, the engine 11 can maintain good operation. When it is higher than the temperature value, the current cooling mode cannot meet the normal operation of the engine 11, and a stronger cooling mode needs to be turned on. In some optional embodiments, the preset temperature can also be set to other temperature values, which will not be repeated here.

[0063] As will be appreciated, engine 11 includes multiple heat generating units, each of which must be adequately cooled during operation to ensure continued operation. The cooling system 11a includes a first cooling path for cooling the cylinder block 1113 (see FIG3 ). Specifically, cylinder block 1113 is provided with a cylinder water jacket 1113y (see FIG3 ), which surrounds the combustion chamber. Cylinder head 1112 (see FIG3 ) is provided with a cylinder head water jacket 1112h (see FIG3 ), which surrounds the intake assembly and combustion chamber and communicates with cylinder water jacket 1113y. One end of cylinder water jacket 1113y is connected to a water pump assembly 11aa, while one end of cylinder head water jacket 1112h is connected to a thermostat 11ae. Thermostat 11ae is connected to water pump assembly 11aa via a heat dissipation line 11ac. It can be understood that the first cooling path is configured as a loop connecting the water pump assembly 11aa, the cylinder water jacket 1113y, the cylinder head water jacket 1112h, the thermostat 11ae and the water pump assembly 11aa.

[0064] As shown in Figures 23 to 25, in the present application, the valve mechanism 112 includes a supercharging assembly 1121 (refer to Figure 2), which is used to increase the intake air volume of the engine 11. The cooling system 11a includes a second cooling path, which is used to cool the supercharging assembly 1121. Specifically, the supercharging assembly 1121 includes an air inlet end and an air outlet end. The air inlet end is connected to the cylinder water jacket 1113y through the cooling pipe 11ab, and the air outlet end is connected to the heat dissipation pipe 11ac through the cooling pipe 11ab. Specifically, the water pump assembly 11aa includes a first state in which a heat exchange medium can be driven to flow in the heat dissipation pipe 11ac and the cooling pipe 11ab, and a second state in which the heat exchange medium is stopped from flowing. When water pump assembly 11aa is in the first state, it drives the heat exchange medium through cylinder block water jacket 1113y, cylinder head water jacket 1112h, and supercharger assembly 1121. At this point, cooling line 11ab reaches a first pressure value, while heat dissipation line 11ac reaches a second pressure value, with the first and second pressure values ​​being substantially equal. When water pump assembly 11aa is in the second state, it stops driving the heat exchange medium. At this point, due to residual heat in supercharger assembly 1121, it continues to heat the heat exchange medium in heat dissipation line 11ac. The vaporized heat exchange medium increases the pressure in heat dissipation line 11ac, creating a pressure differential at the outlet, producing a "siphon effect." Specifically, when water pump assembly 11aa is in the second state, heat dissipation line 11ac reaches a third pressure value, while cooling line 11ab reaches a fourth pressure value, with the third pressure value being greater than the fourth pressure value. This allows the heat exchange medium to continue circulating and absorbing heat from the supercharger assembly 1121 even after the supercharger assembly 1121 stops operating, driven by the pressure difference. This prevents the residual heat from the heat generating unit from damaging the engine 11. It should be noted that the water pump assembly 11aa of the cooling system 11a is powered by the engine 11 itself. When the engine 11 stops, the water pump assembly 11aa loses its power source. Since the various components of the engine 11 generate a large amount of heat during operation, and this heat is largely discharged through the cooling system 11a, some heat remains in the various components of the engine 11 after the engine 11 stops. Furthermore, since the present application also includes the supercharger assembly 1121, its operating principle is to utilize the higher-temperature exhaust gas as a driving force, resulting in a higher temperature for the supercharger assembly 1121 itself. Even after the engine 11 stops, the supercharger assembly 1121 remains within a relatively high temperature range, necessitating continuous cooling of the supercharger assembly 1121 after it stops.By utilizing the waste heat of the supercharging component 1121 itself to drive the flow of the heat exchange medium, it is avoided to set up other driving components 1211 independent of the engine 11 itself to continue to drive the cooling system 11a to operate after the engine 11 is shut down. On the one hand, it ensures the continuous cooling of the engine 11 after it is shut down, and on the other hand, it reduces the heat dissipation cost, so that the overall structure of the engine 11 is more streamlined while meeting the heat dissipation requirements.

[0065] In the present application, lubrication mechanism 127 also includes an oil cooler 11b (see FIG. 19 ). Cooling system 11a includes a third cooling path for cooling oil cooler 11b. One end of oil cooler 11b is connected to one end of water pump assembly 11aa, and the other end of oil cooler 11b is connected to the end of heat dissipation pipe 11ac near water pump assembly 11aa. In other words, the third cooling path connects water pump assembly 11aa, cooling pipe 11ab, and oil cooler 11b. A heat exchange medium circulates through water pump assembly 11aa and oil cooler 11b, absorbing heat from the lubricating fluid to improve its lubrication and cooling properties.

[0066] As an optional embodiment, the supercharging assembly 1121 includes a connecting structure 1121k, at least one of which is connected to the cooling pipe 11ab via the connecting structure 1121k. The connecting structure 1121k includes a connector 1121m and a connector 1121q. The connector 1121m is provided with a first channel 1121n, which is at least partially connected to the cooling pipe 11ab. The connector 1121m is provided with a connecting hole 1121p. The connector 1121q is inserted into the connecting hole 1121p, and a gasket 1121r is provided between the connecting hole 1121p and the connector 1121q to prevent leakage of the heat exchange medium. The connector 1121q is provided with a second channel 1121x, which is connected to the air inlet or the air outlet. Connector 1121q is provided with a connecting hole 1121p, which connects first channel 1121n and second channel 1121x. By controlling the radius of connecting hole 1121p, the flow rate of heat exchange medium between first channel 1121n and second channel 1121x can be controlled, thereby further improving the cooling efficiency and performance of cooling system 11a128. Gasket 1121r can be made of copper to improve its reliability.

[0067] 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 traveling assembly, wherein the traveling assembly is at least partially disposed on the frame; A driving device, the driving device is used to drive the traveling assembly; a reduction box, the reduction box being at least partially disposed on the driving device and used for outputting the driving force of the driving device; It is characterized in that The reduction gearbox includes a speed change drum, a driving device and an actuator, wherein the driving device can be controlled to drive the actuator to rotate, and the actuator drives the speed change drum to rotate to achieve gear shifting; the reduction gearbox also includes a parking arm and a parking gear, wherein the parking arm includes a first state of being in a parking gear position and a second state of being in a non-parking gear position relative to the parking gear; the actuator includes an actuator component that drives the parking arm to switch between the first state and the second state; The reducer includes a reducer housing, which has a accommodating space formed therearound. The reducer also includes a first shaft, a second shaft, a third shaft and a fourth shaft that are at least partially disposed in the accommodating space and are basically arranged in sequence along the up-down direction. The first shaft and the second shaft are distributed at the farthest points at the upper and lower ends of the reducer, the second shaft and the third shaft are distributed at the farthest points at the front and rear ends of the reducer, a first distance exists between the centerline of the first shaft and the centerline of the second shaft in the up-down direction, a second distance exists between the centerline of the second shaft and the centerline of the third shaft in the front-rear direction, and a ratio of the first distance to the second distance is greater than or equal to 0.85 and less than or equal to 1.

4.

2. The all-terrain vehicle according to claim 1, characterized in that: The actuator is provided with a first protrusion, and the parking arm is provided with a second protrusion cooperating with the first protrusion. When the first protrusion abuts against the second protrusion around a first rotation direction, the actuator can drive the parking arm to move to the first state; when the first protrusion moves away from the second protrusion around a second rotation direction, the actuator can drive the parking arm to move to the second state.

3. The all-terrain vehicle according to claim 1, characterized in that: The actuator further comprises a shift shaft, and the shift shaft can be driven by the driving device to drive the actuator assembly to rotate.

4. The all-terrain vehicle according to claim 2, characterized in that: The actuator further comprises a shift shaft, the actuator assembly comprises a positioning star wheel, the first protrusion is arranged on the positioning star wheel, and the positioning star wheel can be driven by the shift shaft to drive the parking arm to switch between the first state and the state.

5. The all-terrain vehicle according to claim 4, characterized in that: The positioning star wheel includes a first cylinder and a second cylinder, the first cylinder and the second cylinder are fixedly connected or integrally formed, the diameter of the first cylinder is larger than the diameter of the second cylinder, the first protrusion is arranged on the second cylinder, and the protruding part of the first protrusion is arranged within the outer circumference of the first cylinder.

6. The all-terrain vehicle according to claim 2, characterized in that: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel and a transmission member, the transmission member is fixedly connected to the shift shaft or is integrally formed with the shift shaft and can rotate synchronously with the shift shaft, the first protrusion is arranged on the positioning star wheel, and the transmission member can drive the positioning star wheel to rotate.

7. The all-terrain vehicle according to claim 2, characterized in that: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel, a transmission member and a buffer spring. The positioning star wheel, the transmission member and the buffer spring are all sleeved on the shift shaft, the positioning star wheel is arranged on one side of the transmission member, and the buffer spring is arranged on the other side of the transmission member. The transmission member rotates synchronously with the shift shaft and can transmit the driving force of the shift shaft to the buffer spring. The buffer spring can transmit the driving force of the transmission member to the positioning star wheel, thereby driving the positioning star wheel to rotate.

8. The all-terrain vehicle according to claim 7, characterized in that: The buffer spring includes a first force arm and a second force arm, wherein the first force arm and the second force arm pass through the transmission member and the positioning star wheel and can transmit the driving force of the transmission member to the positioning star wheel.

9. The all-terrain vehicle according to claim 8, characterized in that: The positioning star wheel is provided with a first rotating hole and a second transmission hole, the transmission member is provided with a first transmission groove and a second transmission groove, the first force arm passes through the first transmission groove and the first transmission hole at the same time, and the second force arm passes through the second transmission groove and the second transmission hole at the same time.

10. The all-terrain vehicle according to claim 1, characterized in that: The parking arm comprises a limiting tooth. When the parking arm is in the first state, the limiting tooth is engaged with the parking gear. When the parking arm is in the second state, the limiting tooth is disengaged from the parking gear.

11. The all-terrain vehicle according to claim 1, characterized in that: The ratio of the first distance to the second distance is greater than or equal to 1 and less than or equal to 1.

35.

12. The all-terrain vehicle according to claim 1, characterized in that: The ratio of the first distance to the second distance is greater than or equal to 1.2 and less than or equal to 1.

3.

13. The all-terrain vehicle according to claim 1, characterized in that: The distance between the axis line of the first axis and the axis line of the second axis in the up-down direction is greater than or equal to 170 mm and less than or equal to 230 mm; the distance between the axis line of the second axis and the axis line of the third axis in the front-back direction is greater than or equal to 160 mm and less than or equal to 200 mm.

14. The all-terrain vehicle according to claim 1, characterized in that: The distance between the axis line of the first axis and the axis line of the second axis in the up-down direction is greater than or equal to 180 mm and less than or equal to 220 mm; the distance between the axis line of the second axis and the axis line of the third axis in the front-back direction is greater than or equal to 170 mm and less than or equal to 190 mm.

15. The all-terrain vehicle according to claim 1, characterized in that: The distance between the axis line of the first axis and the axis line of the second axis in the up-down direction is greater than or equal to 190 mm and less than or equal to 210 mm; the distance between the axis line of the second axis and the axis line of the third axis in the front-back direction is greater than or equal to 175 mm and less than or equal to 185 mm.

16. The all-terrain vehicle according to claim 1, characterized in that: The reduction gear box includes an input shaft, a reverse gear shaft, a secondary shaft, an intermediate shaft, a rear axle shaft and an output shaft, wherein the input shaft is set as a first shaft body, the output shaft is set as a second shaft body, the reverse gear shaft is set as a third shaft body, and the rear axle shaft is set as a fourth shaft body; in the up-down direction, the reverse gear shaft, the secondary shaft, the intermediate shaft and the rear axle shaft are set between the input shaft and the output shaft; in the front-to-back direction, the input shaft, the secondary shaft, the intermediate shaft and the output shaft are set between the reverse gear shaft and the rear axle shaft.

17. The all-terrain vehicle according to claim 16, characterized in that: On a projection plane perpendicular to the left-right direction, the connection of the projection points of the axis line of the input shaft and the axis line of the output shaft on the projection plane along the left-right direction constitutes a first connection line, the connection of the projection points of the axis line of the secondary shaft and the axis line of the intermediate shaft on the projection plane along the left-right direction constitutes a second connection line, and the connection of the projection points of the axis line of the intermediate shaft and the axis line of the output shaft on the projection plane along the left-right direction constitutes a third connection line, the angle between the first connection line and the second connection line is greater than or equal to 90° and less than or equal to 110°, and the angle between the second connection line and the third connection line is greater than or equal to 110° and less than or equal to 130°.

18. The all-terrain vehicle according to claim 17, characterized in that: The angle between the first connection line and the second connection line is set to 100°, and the angle between the second connection line and the third connection line is set to 124°.

19. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle further comprises a differential, and the rear axle shaft is further provided with a rear axle gear, and the differential and the rear axle gear are both arranged in the reduction box housing.

20. The all-terrain vehicle of claim 1, wherein: The reduction gearbox comprises a reduction gearbox housing and a countershaft at least partially disposed in the reduction gearbox housing; The secondary shaft is hollow and forms a cavity structure. One end of the secondary shaft is also provided with an opening for lubricating fluid to flow in. The reduction gearbox is also provided with a guide structure, which includes a collecting part and a guide part. The collecting part is fixedly connected to or integrally formed with the reverse flow part, and the guide part at least partially extends to the opening.

21. The all-terrain vehicle according to claim 20, characterized in that The secondary shaft is provided with oil holes, and the oil holes are distributed around the circumference of the secondary shaft.

22. The all-terrain vehicle of claim 20, wherein: The diameter of the oil hole is set to be greater than or equal to 2 mm and less than or equal to 4 mm.

23. The all-terrain vehicle of claim 20, wherein: The diameter of the oil hole is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

24. The all-terrain vehicle of claim 20, wherein: The diameter of the oil hole is set to 3 mm.

25. The all-terrain vehicle of claim 20, wherein: The guide structure is fixedly connected to or integrally formed with the reduction gearbox housing.

26. The all-terrain vehicle of claim 20, wherein: The guide portion is substantially continuously disposed with an outer surface of the collecting portion.

27. The all-terrain vehicle of claim 20, wherein: The guide structure basically extends along a first preset direction, the secondary axis basically extends along a second preset direction, and the first preset direction and the second preset direction are arranged obliquely.

28. The all-terrain vehicle of claim 20, wherein: When viewed from an axial direction perpendicular to the secondary shaft, the guide structure at least partially coincides with the secondary shaft.

29. The all-terrain vehicle of claim 20, wherein: One end of the secondary shaft away from the opening is configured as a closed structure.

30. The all-terrain vehicle of claim 1, wherein: The reduction gearbox includes a reduction gearbox housing and an input shaft at least partially disposed in the reduction gearbox housing; The input shaft is arranged in the reduction gearbox housing through a bearing, the reduction gearbox housing is formed with a mounting groove, the bearing is at least partially arranged in the mounting groove, the reduction gearbox also includes an input shaft cover for enclosing the bearing in the mounting groove, the input shaft cover is also provided with a limiting structure along an extension direction parallel to the input shaft, when the input shaft cover is connected to the reduction gearbox housing, the limiting structure abuts against the bearing along a direction parallel to the input shaft.

31. The all-terrain vehicle of claim 30, wherein: The limiting structure is arranged on the input shaft cover and is fixedly connected with or integrally formed with the input shaft cover.

32. The all-terrain vehicle of claim 30, wherein: The limiting structures are distributed around the circumference of the input shaft.

33. The all-terrain vehicle of claim 30, wherein: The extending direction of the limiting structure is substantially parallel to the input shaft.

34. The all-terrain vehicle of claim 30, wherein: The bearing is connected to the input shaft and has a tendency to be away from the mounting groove.

35. The all-terrain vehicle of claim 30, wherein: The input shaft cover cooperates with the mounting groove to form an accommodation space, and the bearing is at least partially disposed in the accommodation space and has a tendency to move away from the mounting groove.

36. The all-terrain vehicle of claim 30, wherein: The reduction gear box also includes a reverse gear shaft, which is mounted on the reduction gear box housing through a bearing. A nut is provided at one end of the reverse gear shaft close to the bearing, and the nut cooperates with a thread provided on the reverse gear shaft to tighten the bearing.

37. The all-terrain vehicle of claim 30, wherein: The reduction gearbox further comprises a secondary shaft, which is mounted on the reduction gearbox housing via a bearing. A nut is arranged at one end of the secondary shaft close to the bearing, and the nut cooperates with a thread arranged on the secondary shaft to press the bearing.

38. The all-terrain vehicle of claim 30, wherein: The reduction box further comprises an intermediate shaft, which is mounted on the reduction box housing via a bearing. A nut is arranged at one end of the intermediate shaft close to the bearing, and the nut cooperates with a thread arranged on the intermediate shaft to press the bearing.

39. The all-terrain vehicle of claim 30, wherein: The reduction gearbox further comprises a rear axle shaft, which is mounted on the reduction gearbox housing via a bearing. A nut is provided at one end of the rear axle shaft close to the bearing, and the nut cooperates with a thread provided on the rear axle shaft to tighten the bearing.

40. The all-terrain vehicle of claim 1, wherein: The reduction gearbox includes a reduction gearbox housing and an output shaft at least partially disposed in the reduction gearbox housing; The all-terrain vehicle also includes: A spline shaft, the spline shaft being drivingly connected to the output shaft; A clutch, the clutch comprising a clutch housing and being transmission-connected to the reduction box; A bracket assembly, which is arranged between the reduction gearbox housing and the clutch housing and is used to support at least part of the spline shaft. The bracket assembly includes a first type of connecting hole and a second type of connecting hole. The first type of connecting hole and the second type of connecting hole both extend in a direction perpendicular to or intersecting the spline shaft. The bracket assembly also includes a third type of connecting hole, which extends in a direction basically parallel to the spline shaft.

41. The all-terrain vehicle of claim 40, wherein: The bracket assembly is also provided with a connecting piece, which is connected to the reduction gearbox housing along a first direction through the first type of connecting hole, and is also connected to the clutch housing along a second direction through the second type of connecting hole, and is also connected to the reduction gearbox housing along a third direction through the third type of connecting hole.

42. The all-terrain vehicle of claim 41, wherein: The first direction is parallel to or intersects with the second direction, and the first direction is perpendicular to or intersects with the third direction.

43. The all-terrain vehicle of claim 40, wherein: The connecting bracket extends substantially in a direction parallel to the output shaft and is formed with a cavity for accommodating at least a portion of the spline shaft.

44. The all-terrain vehicle of claim 43, wherein: The connecting bracket extends to a length greater than or equal to 220 mm and less than or equal to 300 mm.

45. The all-terrain vehicle of claim 43, wherein: The connecting bracket extends to a length greater than or equal to 240 mm and less than or equal to 280 mm.

46. ​​The all-terrain vehicle of claim 43, wherein: The connecting bracket extends to a length greater than or equal to 260 mm and less than or equal to 270 mm.

47. The all-terrain vehicle of claim 43, wherein: An oil seal is also provided at one end of the connecting bracket away from the output shaft. When the spline shaft is connected to the output shaft and is located in the chamber, the oil seal closes at least part of the gap between the connection and the spline shaft.

48. The all-terrain vehicle of claim 40, wherein: The connecting bracket extends substantially in a direction parallel to the output shaft and is formed with a chamber for accommodating at least a portion of the spline shaft. The reduction box housing is surrounded by an accommodating space, and the accommodating space is communicated with the chamber.

49. The all-terrain vehicle of claim 40, wherein: The connecting bracket is detachably connected to the reduction box housing.

50. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A traveling assembly, wherein the traveling assembly is at least partially disposed on the frame; A driving device, the driving device is used to drive the traveling assembly; a reduction box, the reduction box being at least partially disposed on the driving device and used for outputting the driving force of the driving device; It is characterized in that The reduction gearbox includes a shift drum, a drive device and an actuator, wherein the drive device can be controlled to drive the actuator to rotate, and the actuator drives the shift drum to rotate to achieve gear shifting; the reduction gearbox also includes a parking arm and a parking gear, wherein the parking arm includes a first state of being in a parking gear position and a second state of being in a non-parking gear position relative to the parking gear; the actuator includes an actuator component that drives the parking arm to switch between the first state and the second state.

51. The all-terrain vehicle of claim 50, wherein: The actuator is provided with a first protrusion, and the parking arm is provided with a second protrusion cooperating with the first protrusion. When the first protrusion abuts against the second protrusion around a first rotation direction, the actuator can drive the parking arm to move to the first state; when the first protrusion moves away from the second protrusion around a second rotation direction, the actuator can drive the parking arm to move to the second state.

52. The all-terrain vehicle of claim 50, wherein: The actuator further comprises a shift shaft, and the shift shaft can be driven by the driving device to drive the actuator assembly to rotate.

53. The all-terrain vehicle of claim 51, wherein: The actuator further comprises a shift shaft, the actuator assembly comprises a positioning star wheel, the first protrusion is arranged on the positioning star wheel, and the positioning star wheel can be driven by the shift shaft to drive the parking arm to switch between the first state and the state.

54. The all-terrain vehicle of claim 53, wherein: The positioning star wheel includes a first cylinder and a second cylinder, the first cylinder and the second cylinder are fixedly connected or integrally formed, the diameter of the first cylinder is larger than the diameter of the second cylinder, the first protrusion is arranged on the second cylinder, and the protruding part of the first protrusion is arranged within the outer circumference of the first cylinder.

55. The all-terrain vehicle of claim 51, wherein: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel and a transmission member, the transmission member is fixedly connected to the shift shaft or is integrally formed with the shift shaft and can rotate synchronously with the shift shaft, the first protrusion is arranged on the positioning star wheel, and the transmission member can drive the positioning star wheel to rotate.

56. The all-terrain vehicle of claim 51, wherein: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel, a transmission member and a buffer spring. The positioning star wheel, the transmission member and the buffer spring are all sleeved on the shift shaft, the positioning star wheel is arranged on one side of the transmission member, and the buffer spring is arranged on the other side of the transmission member. The transmission member rotates synchronously with the shift shaft and can transmit the driving force of the shift shaft to the buffer spring. The buffer spring can transmit the driving force of the transmission member to the positioning star wheel, thereby driving the positioning star wheel to rotate.

57. The all-terrain vehicle of claim 56, wherein: The buffer spring includes a first force arm and a second force arm, wherein the first force arm and the second force arm pass through the transmission member and the positioning star wheel and can transmit the driving force of the transmission member to the positioning star wheel.

58. The all-terrain vehicle of claim 57, wherein: The positioning star wheel is provided with a first rotating hole and a second transmission hole, the transmission member is provided with a first transmission groove and a second transmission groove, the first force arm passes through the first transmission groove and the first transmission hole at the same time, and the second force arm passes through the second transmission groove and the second transmission hole at the same time.

59. The all-terrain vehicle of claim 50, wherein: The parking arm comprises a limiting tooth. When the parking arm is in the first state, the limiting tooth is engaged with the parking gear. When the parking arm is in the second state, the limiting tooth is disengaged from the parking gear.

60. The all-terrain vehicle of claim 50, wherein: The reduction gearbox includes a reduction gearbox housing and a gear position sensor at least partially disposed in the reduction gearbox housing; The gear position sensor includes a first connecting part and a second connecting part, the first connecting part is electrically connected to the second connecting part, the first connecting part is arranged inside the reduction gear box housing, and the second connecting part is arranged outside the reduction gear box housing. The gear position sensor also includes an adapter, and the first connecting part and the second connecting part are connected through the adapter.

61. The all-terrain vehicle of claim 60, wherein: The first connecting portion includes a connecting hole and a gear position contact structure arranged in the connecting hole.

62. The all-terrain vehicle of claim 60, wherein: The first connecting portion includes a first supporting portion, and the connecting hole is arranged on the first supporting portion.

63. The all-terrain vehicle of claim 60, wherein: The gear position contact structure is substantially columnar and extends along a preset direction.

64. The all-terrain vehicle of claim 63, wherein: The gear position contact structure has protrusions distributed around its circumference.

65. The all-terrain vehicle of claim 64, wherein: A plurality of protrusions are distributed along the extension direction of the gear position contact structure, and the plurality of protrusions form a labyrinth structure.

66. The all-terrain vehicle of claim 60, wherein: The second connecting portion is further provided with a second supporting portion and a connecting line, and the connecting line at least partially passes through the supporting portion.

67. The all-terrain vehicle of claim 60, wherein: The adapter is arranged between the first supporting portion and the second supporting portion.

68. The all-terrain vehicle of claim 60, wherein: There is a preset distance between the welding position of the gear position contact structure on the adapter and the welding position of the second connecting portion on the adapter.

69. The all-terrain vehicle of claim 60, wherein: The adapter is configured as a PCB board.

70. The all-terrain vehicle of claim 50, wherein: The all-terrain vehicle comprises: an engine including a crankcase and at least partially disposed on the frame; a lubrication mechanism, the lubrication mechanism comprising at least a portion disposed in the crankcase; The engine includes a crankshaft and a generator, the generator includes a rotor connected to the crankshaft, and the rotor can rotate synchronously with the crankshaft; the crankshaft includes a crankshaft oil circuit and a through hole connected to the crankshaft oil circuit, the crankshaft oil circuit is also connected to the lubrication mechanism, and the rotor is provided with a rotor oil circuit connected to the through hole.

71. The all-terrain vehicle of claim 70, wherein: The diameter of the through hole on the crankshaft connecting the crankshaft oil circuit is greater than or equal to 1mm and less than or equal to 1.4mm, the rated power of the generator is greater than or equal to 0.9Kw and less than or equal to 1.5kW, and the ratio of the diameter of the through hole to the rated power of the generator is greater than or equal to 0.65mm / kW and less than or equal to 1.56mm / kW.

72. The all-terrain vehicle of claim 71, wherein: The ratio of the diameter of the through hole to the rated power of the generator is greater than or equal to 0.85 mm / kW and less than or equal to 1.45 mm / kW.

73. The all-terrain vehicle of claim 70, wherein: The crankcase includes a main oil circuit, the crankshaft oil circuit includes a first passage connected to the main oil circuit and a second passage connected to the rotor oil circuit, and the through hole on the crankshaft is arranged on the second passage.

74. The all-terrain vehicle of claim 70, wherein: A keyway is provided between the rotor and the crankshaft and the rotor and the crankshaft are connected via the keyway. The rotor oil circuit includes a first rotor oil circuit and a second rotor oil circuit. The first rotor oil circuit, the second rotor oil circuit and the keyway are provided around the crankshaft.

75. The all-terrain vehicle of claim 74, wherein: On a first plane perpendicular to the rotation axis of the crankshaft, the projection of the first rotor oil circuit along the rotation axis of the crankshaft on the first plane is set as a first projection line, and the projection of the second rotor oil circuit along the rotation axis of the crankshaft on the first plane is set as a second projection line. The symmetry plane of the keyway intersects with the first plane and includes an intersection line, and the angles between the first projection line, the second projection line and the intersection line are basically set to 120°.

76. The all-terrain vehicle of claim 74, wherein: The radius of the first rotor oil passage is set to be greater than or equal to 2 mm and less than or equal to 4 mm, and the radius of the second rotor oil passage is set to be greater than or equal to 2 mm and less than or equal to 4 mm.

77. The all-terrain vehicle of claim 76, wherein: The radius of the first rotor oil passage is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm, and the radius of the second rotor oil passage is set to be greater than or equal to 2.5 mm and less than or equal to 3.5 mm.

78. The all-terrain vehicle of claim 70, wherein: The engine includes a side cover, which is fixedly connected to the crankcase and arranged around the rotor.

79. The all-terrain vehicle of claim 78, wherein: The stator and the side cover are fixedly connected.

80. The all-terrain vehicle of claim 50, wherein: The all-terrain vehicle comprises a powertrain, wherein the powertrain comprises: Booster components; A cooling system, the cooling system comprising a cooling drive and a cooling pipeline, a heat exchange medium is provided in the cooling pipeline, and the cooling pipeline is at least partially connected to the supercharging assembly; The boost assembly is provided with a heat dissipation pipeline connected to the cooling pipeline, and the cooling drive component includes a first state and a second state. When the cooling drive component is in the first state, the cooling drive component drives the heat exchange medium to flow in the heat dissipation pipeline and / or the cooling pipeline; when the cooling drive component is in the second state, the cooling drive component stops driving the heat exchange medium to flow; when the cooling drive component is in the first state, the heat dissipation pipeline has a first pressure value, and the cooling pipeline has a second pressure value, and the first pressure value is substantially the same as the second pressure value; when the cooling drive component is in the second state, the heat dissipation pipeline has a third pressure value, and the cooling pipeline has a fourth pressure value, and the third pressure value is greater than the fourth pressure value.

81. The all-terrain vehicle of claim 80, wherein: The powertrain also includes a thermostat and a temperature sensor, wherein the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, and the cooling system includes a large circulation loop and a small circulation loop. When the thermostat is in the open state, the large circulation loop is connected to the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop.

82. The all-terrain vehicle of claim 81, wherein: When the temperature of the heat exchange medium is lower than a preset temperature, the thermostat is closed, and when the temperature of the heat exchange medium is higher than or equal to the preset temperature, the thermostat is opened.

83. The all-terrain vehicle of claim 80, wherein: The cooling system also includes a radiator, which is connected to the heat dissipation pipeline; the cooling system includes a large circulation loop and a small circulation loop, the large circulation loop is connected to the cooling drive, the cooling pipeline, the heat dissipation pipeline and the radiator; the small circulation loop is only connected to the cooling drive and the cooling pipeline.

84. The all-terrain vehicle of claim 80, wherein: The powertrain further includes a cylinder block and a cylinder head, wherein a cylinder block water jacket is disposed in the cylinder block, and a cylinder head water jacket is disposed in the cylinder head, wherein the cylinder head water jacket is connected to the cylinder block water jacket, and the cylinder block water jacket is connected to the cooling drive component, and the cooling system includes a first cooling path, wherein the first cooling path at least partially connects the cooling drive component, the cylinder block water jacket, the cylinder head water jacket and the cooling pipeline.

85. The all-terrain vehicle of claim 84, wherein: The powertrain also includes a thermostat and a temperature sensor, wherein the temperature sensor is used to monitor the temperature of the heat exchange medium and can transmit an electrical signal to the thermostat; the thermostat includes an open state and a closed state, and the cooling system includes a large circulation loop and a small circulation loop. When the thermostat is in the open state, the large circulation loop is connected to the small circulation loop, and the first cooling path is connected to the large circulation loop and the small circulation loop; when the thermostat is in the closed state, the cold zone system only conducts the small circulation loop, and the first cooling path is only connected to the small circulation loop.

86. The all-terrain vehicle of claim 84, wherein: The cooling system includes a second cooling path at least partially connecting the first cooling path and the supercharger assembly.

87. The all-terrain vehicle of claim 84, wherein: The supercharging assembly includes an input end and an output end. The input end is connected to the cylinder water jacket through the cooling pipeline, and the output end is connected to an end of the heat dissipation pipeline close to the cooling drive component through the cooling pipeline.

88. The all-terrain vehicle of claim 80, wherein: The powertrain further includes a lubrication mechanism, which includes an oil cooling assembly. The cooling system includes a third cooling path, which at least partially connects the cooling drive, the cooling line, and the oil cooling assembly.

89. An all-terrain vehicle comprising: Frame; a body covering, the body covering being at least partially disposed on the vehicle frame; A traveling assembly, wherein the traveling assembly is at least partially disposed on the frame; an engine, the engine being at least partially disposed on the frame; A transmission system, the transmission system comprising a clutch drivingly connected to the engine, the clutch comprising a clutch housing, and the clutch housing comprising an intake structure and an exhaust structure; A driving device, the driving device is used to drive the traveling assembly; a reduction box, the reduction box being at least partially disposed on the driving device and used for outputting the driving force of the driving device; It is characterized in that The reduction gearbox includes a shift drum, a driving device and an actuator, wherein the driving device can be controlled to drive the actuator to rotate, and the actuator drives the shift drum to rotate to achieve gear shifting; the reduction gearbox also includes a parking arm and a parking gear, wherein the parking arm includes a first state of being in a parking gear and a second state of being in a non-parking gear relative to the parking gear; the actuator includes an actuator component that drives the parking arm to switch between the first state and the second state; the air intake structure includes a first air intake port and a second air intake port, and the exhaust structure includes a first exhaust port and a second exhaust port. On a symmetry plane perpendicular to the left and right directions, the clutch housing is basically symmetrically arranged with respect to the symmetry plane, the first exhaust port and the first air intake port are arranged on one side of the symmetry plane, the second exhaust port and the second air intake port are arranged on the other side of the symmetry plane, the first exhaust port is arranged on the front side of the first air intake port, and the second exhaust port is arranged on the rear side of the second air intake port.

90. The all-terrain vehicle of claim 89, wherein: The actuator is provided with a first protrusion, and the parking arm is provided with a second protrusion cooperating with the first protrusion. When the first protrusion abuts against the second protrusion around a first rotation direction, the actuator can drive the parking arm to move to the first state; when the first protrusion moves away from the second protrusion around a second rotation direction, the actuator can drive the parking arm to move to the second state.

91. The all-terrain vehicle of claim 89, wherein: The actuator further comprises a shift shaft, and the shift shaft can be driven by the driving device to drive the actuator assembly to rotate.

92. The all-terrain vehicle of claim 90, wherein: The actuator further comprises a shift shaft, the actuator assembly comprises a positioning star wheel, the first protrusion is arranged on the positioning star wheel, and the positioning star wheel can be driven by the shift shaft to drive the parking arm to switch between the first state and the state.

93. The all-terrain vehicle of claim 92, wherein: The positioning star wheel includes a first cylinder and a second cylinder, the first cylinder and the second cylinder are fixedly connected or integrally formed, the diameter of the first cylinder is larger than the diameter of the second cylinder, the first protrusion is arranged on the second cylinder, and the protruding part of the first protrusion is arranged within the outer circumference of the first cylinder.

94. The all-terrain vehicle of claim 90, wherein: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel and a transmission member, the transmission member is fixedly connected to the shift shaft or is integrally formed with the shift shaft and can rotate synchronously with the shift shaft, the first protrusion is arranged on the positioning star wheel, and the transmission member can drive the positioning star wheel to rotate.

95. The all-terrain vehicle of claim 90, wherein: The actuator also includes a shift shaft, and the actuator assembly includes a positioning star wheel, a transmission member and a buffer spring. The positioning star wheel, the transmission member and the buffer spring are all sleeved on the shift shaft, the positioning star wheel is arranged on one side of the transmission member, and the buffer spring is arranged on the other side of the transmission member. The transmission member rotates synchronously with the shift shaft and can transmit the driving force of the shift shaft to the buffer spring. The buffer spring can transmit the driving force of the transmission member to the positioning star wheel, thereby driving the positioning star wheel to rotate.

96. The all-terrain vehicle of claim 95, wherein: The buffer spring includes a first force arm and a second force arm, wherein the first force arm and the second force arm pass through the transmission member and the positioning star wheel and can transmit the driving force of the transmission member to the positioning star wheel.

97. The all-terrain vehicle of claim 96, wherein: The positioning star wheel is provided with a first rotating hole and a second transmission hole, the transmission member is provided with a first transmission groove and a second transmission groove, the first force arm passes through the first transmission groove and the first transmission hole at the same time, and the second force arm passes through the second transmission groove and the second transmission hole at the same time.

98. The all-terrain vehicle of claim 89, wherein: The parking arm comprises a limiting tooth. When the parking arm is in the first state, the limiting tooth is engaged with the parking gear. When the parking arm is in the second state, the limiting tooth is disengaged from the parking gear.

99. The all-terrain vehicle of claim 89, wherein: A cover plate is arranged on the exhaust structure, and one side of the cover plate is rotatably connected to the exhaust structure.

100. The all-terrain vehicle of claim 99, wherein: A limiting structure is provided at the connection between the cover plate and the exhaust structure.

101. The all-terrain vehicle of claim 100, wherein: The rotation angle of the cover plate relative to the exhaust structure is set to be greater than or equal to 0° and less than or equal to 90°.

102. The all-terrain vehicle of claim 99, wherein: The cover plate includes a first cover plate and a second cover plate, and the first cover plate and the second cover plate are configured to open in the same direction.

103. The all-terrain vehicle of claim 99, wherein: The cover plate includes a first cover plate and a second cover plate, and the first cover plate and the second cover plate are configured to be opened toward each other.

104. The all-terrain vehicle of claim 89, wherein: The clutch housing protrudes inward and forms a first air intake baffle, which is arranged in a spiral shape. The air intake structure includes a second air intake baffle, which is fixedly connected to the clutch housing. The second air intake baffle includes a first ventilation portion for air intake and a first wind shield portion covering the first air intake baffle. The clutch housing, the first wind shield portion and the first air intake baffle form a spiral first air intake channel.

105. The all-terrain vehicle of claim 104, wherein: The pitch of the first air intake passage is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

106. The all-terrain vehicle of claim 89, wherein: The air intake structure includes a third air intake baffle and a fourth air intake baffle, the third air intake baffle basically extends in the left and right directions, the third air intake baffle is spirally arranged, the fourth air intake baffle includes a second ventilation portion for air intake and a second wind shield portion covering the third air intake baffle, the third air intake baffle and the wind shield portion are fixedly connected or integrally formed, and the clutch housing, the third air intake baffle and the wind shield portion form a spiral second air intake channel.

107. The all-terrain vehicle of claim 106, wherein: The pitch of the second air inlet passage is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

108. The all-terrain vehicle of claim 89, wherein: The clutch housing protrudes inward and forms a first air intake baffle, which is arranged in a spiral shape. The air intake structure includes a second air intake baffle, which is fixedly connected to the clutch housing. The second air intake baffle includes a ventilation portion for air intake and a wind shield portion covering the first air intake baffle. The clutch housing, the wind shield portion and the air intake baffle form a spiral air intake channel.

109. The all-terrain vehicle of claim 108, wherein: The pitch of the air intake passage is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

110. The all-terrain vehicle of claim 108, wherein: A driving member is arranged in the clutch housing, and a difference between an outer radius of the air intake passage and a radius of the driving member is set to be greater than or equal to 10 mm and less than or equal to 30 mm.

111. The all-terrain vehicle of claim 108, wherein: A driving member is disposed in the clutch housing, and a ratio of an inner diameter of the air intake passage to a radius of the driving member is set to be greater than or equal to 1.5 and less than or equal to 3.

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