WO2024021795A1

WO2024021795A1 - All-terrain vehicle and powertrain thereof

Info

Publication number: WO2024021795A1
Application number: PCT/CN2023/095057
Authority: WO
Inventors: 杨陈; 娄峰; 朱长钦; 孙少伟; 刘欢
Original assignee: 浙江春风动力股份有限公司
Priority date: 2022-07-29
Filing date: 2023-05-18
Publication date: 2024-02-01

Abstract

An all-terrain vehicle and a powertrain thereof. The all-terrain vehicle comprises a frame, a vehicle body covering member, a travelling assembly, a drive motor and a power supply assembly. The powertrain comprises an engine and a generator at least partially arranged at one side of the engine, wherein the engine comprises a crankshaft; the generator comprises a stator and a rotor connected to the crankshaft; the stator is connected to the engine; an accommodating space is formed in the stator; the rotor is arranged in the accommodating space; and the ratio of the length of the rotor in a direction parallel to the rotatory central line of the crankshaft to the peak power of the generator is greater than or equal to 0.41 mm/kw and less than or equal to 0.63 mm/kw. By means of rationally configuring an arrangement relationship between the motor and the engine, the all-terrain vehicle achieves a compact structure of the powertrain and can output a relatively high power.

Description

All-terrain vehicles and their powertrains

Related applications

This application claims priority to the Chinese patent application filed on July 29, 2022, with the application number 2022109201710 and the invention name "All-terrain vehicle", the entire content of which is incorporated into this application by reference.

Technical field

The present application relates to the field of vehicle technology, and in particular to an all-terrain vehicle and its powertrain.

Background technique

All-terrain vehicles, also known as "all-terrain four-wheel off-road motorcycles", are simple and practical vehicles with good off-road performance. Traditional vehicles are mainly driven by engines, so it is easy to achieve vehicle balance during the vehicle layout of the all-terrain vehicle. When the powertrain also includes a generator, the powertrain is composed of the generator and the engine. The powertrain is more difficult to arrange in the whole vehicle of the all-terrain vehicle. Due to the addition of the generator part, the layout of the whole vehicle is difficult. The high-voltage wiring harness inside the all-terrain vehicle is disordered, which affects the space utilization of various components of the all-terrain vehicle during the layout process.

When the all-terrain vehicle is affected by the layout space, the layout position of the powertrain is limited, which makes the layout of the powertrain unfavorable to the center of mass ratio of the entire vehicle and affects the control feeling of the all-terrain vehicle.

Contents of the invention

The embodiments of the present application provide an all-terrain vehicle to solve at least one problem existing in the background technology.

In a first aspect, this embodiment provides an all-terrain vehicle, including: a frame; a body cover, which is at least partially disposed on the frame; a walking component, which is at least partially connected to the frame; and a drive A motor, the drive motor is used to drive the walking component; a power component, the power component is electrically connected to the drive motor; a power assembly, the power assembly is at least partially disposed on the frame, used to charge the power assembly, the power assembly includes an engine and at least A generator partially disposed on one side of the engine; the engine includes a crankshaft, a cylinder block, a first cooling water jacket and a water jacket baffle, the first cooling water jacket is at least partially disposed in the cylinder block, and the water jacket baffle is at least partially disposed on the third In a cooling water jacket, the generator includes a stator and a rotor connected to the crankshaft. The stator is connected to the engine and forms an accommodation space. The rotor is arranged in the accommodation space; the length of the rotor in a direction parallel to the rotation center line of the crankshaft and the generator The ratio of the peak power is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the water jacket partition plate is formed with a first waist-shaped hole and a second waist-shaped hole; on the projection plane perpendicular to the preset direction, the first waist-shaped hole The ratio of the projected area of the waist-shaped hole on the projection plane along the preset direction to the projected area of the second waist-shaped hole on the projection plane along the preset direction is greater than or equal to 2.4 and less than or equal to 3.6.

In a second aspect, this embodiment provides an all-terrain vehicle, including: a frame; a body cover, which is at least partially disposed on the frame; a walking component, which is at least partially connected to the frame; and a drive A motor, used to drive the walking component; a power component, the power component is electrically connected to the drive motor; a power assembly, at least partially disposed on the frame, used to charge the power component, the power assembly includes an engine and at least part of the configuration A generator on one side of the engine; the engine includes a crankshaft, an air intake passage and a fuel injection assembly, the generator includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms an accommodation space, and the rotor is arranged in the accommodation space; the rotor The ratio of the length in the direction parallel to the rotation center line of the crankshaft and the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the air intake passage is formed with a first oil injection hole and a second oil injection hole, The fuel injection assembly is at least partially disposed in the first fuel injection hole, and the fuel injection assembly is also at least partially disposed in the second fuel injection hole.

In a third aspect, this embodiment provides an all-terrain vehicle, including: a frame; a body cover, which is at least partially disposed on the frame; a walking component, which is at least partially connected to the frame; and a drive A motor, used to drive the walking component; a power component, the power component is electrically connected to the drive motor; a power assembly, at least partially disposed on the frame, used to charge the power component, the power assembly includes an engine and at least part of the configuration A generator on one side of the engine; the engine includes a crankshaft, a cylinder head cover, the generator includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms an accommodation space, the rotor is arranged in the accommodation space; the rotor is arranged along a parallel axis parallel to the crankshaft The ratio between the length in the direction of the rotation center line and the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the cylinder head cover is provided with a first separation mechanism and a second separation mechanism. The lubricating oil passes through the first separation mechanism and then passes through the second separation mechanism for separation; the first separation mechanism is used to separate the first volume of lubricating oil, and the second separation mechanism is used to separate the second volume of lubricating oil, wherein, the lubricating oil The first volume is greater than the second volume of lubricating oil.

In a fourth aspect, this embodiment provides a powertrain, including an engine, the engine includes a crankshaft; a generator, a generator At least partially disposed on one side of the engine; the generator includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and formed with a receiving space, the rotor is disposed in the receiving space; the length of the rotor along a direction parallel to the rotation centerline of the crankshaft The ratio to the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw.

Compared with related technologies, the all-terrain vehicle provided in this embodiment achieves a compact powertrain structure and the ability to output greater power by reasonably configuring the arrangement relationship between the motor and the engine.

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 concise and understandable.

Description of drawings

The drawings described here are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation of the present application. In the attached picture:

Figure 1 is a schematic three-dimensional structural diagram of an all-terrain vehicle in an embodiment of the present application.

Figure 2 is a schematic diagram of the internal structural connection relationship of the all-terrain vehicle in the embodiment of the present application.

Figure 3 is a schematic structural diagram of the powertrain in the embodiment of the present application.

Figure 4 is an exploded view of the powertrain in the embodiment of the present application.

Figure 5 is a cross-sectional view of the powertrain in the embodiment of the present application.

Figure 6 is a cross-sectional view of the intake manifold in the embodiment of the present application.

Figure 7 is a schematic diagram of the connection between the intake manifold and the seal in the embodiment of the present application.

Figure 8 is a schematic diagram of the first sealing member in the embodiment of the present application.

Figure 9 is an enlarged view of position A in Figure 7 in the embodiment of the present application.

Figure 10 is a schematic diagram of the air intake channel from a first perspective in the embodiment of the present application.

FIG. 11 is a schematic diagram of the air intake channel from a second perspective according to the embodiment of the present application.

Figure 12 is a side view of the cylinder head in the embodiment of the present application.

Figure 13 is an exploded view of the cylinder head cover in the embodiment of the present application.

Figure 14 is a schematic diagram of the first cover in the embodiment of the present application.

Figure 15 is a schematic diagram of the second cover in the embodiment of the present application.

Figure 16 is a schematic connection diagram of the air filter in the embodiment of the present application.

Figure 17 is a cross-sectional view of the cylinder head from a first perspective in the embodiment of the present application.

Figure 18 is a schematic diagram of the first cooling water jacket in the embodiment of the present application.

Figure 19 is a schematic assembly diagram of the ignition mechanism in the embodiment of the present application.

Figure 20 is an enlarged view of B in Figure 19 in the embodiment of the present application.

Figure 21 is a top view of the cylinder head in the embodiment of the present application.

Figure 22 is an enlarged view of C in Figure 21 in the embodiment of the present application.

Figure 23 is a cross-sectional view of the cylinder head from a second perspective according to the embodiment of the present application.

Figure 24 is a schematic assembly diagram of the second cooling water jacket in the embodiment of the present application.

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

Figure 26 is a schematic diagram of the crankshaft connecting rod mechanism in the embodiment of the present application.

Figure 27 is a schematic diagram of the crankshaft signal plate in the embodiment of the present application.

Figure 28 is a schematic diagram of the crankcase in the embodiment of the present application.

Figure 29 is an enlarged view of D in Figure 28 in the embodiment of the present application.

Figure 30 is an enlarged view of E in Figure 28 in the embodiment of the present application.

Figure 31 is a first structural schematic diagram of the glue containing tank in the embodiment of the present application.

Figure 32 is a second structural schematic diagram of the glue containing tank in the embodiment of the present application.

Figure 33 is a third structural schematic diagram of the glue containing tank in the embodiment of the present application.

Figure 34 is a fourth structural schematic diagram of the glue containing tank in the embodiment of the present application.

Figure 35 is a first structural diagram of the end face of the glue tank in the embodiment of the present application.

Figure 36 is a second structural view of the end face of the glue tank in the embodiment of the present application.

Figure 37 is a schematic diagram of the lubrication system in the embodiment of the present application.

Figure 38 is a schematic diagram of the oil baffle in the embodiment of the present application.

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

Figure 40 is an exploded view of the generator in the embodiment of the present application.

Detailed ways

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

As shown in Figures 1 and 2, an all-terrain vehicle 100 includes a frame 11, a body cover 12, a walking component 13, a drive motor 18, a power supply component 19 and a power assembly 200. The vehicle frame 11 is configured as a metal frame for supporting the body cover 12 and the powertrain 200 . The walking assembly 13 is at least partially connected to the frame 11 and can be driven to drive the all-terrain vehicle 100 to walk. The body cover 12 is at least partially disposed on the frame 11 for protecting the all-terrain vehicle 100 . The powertrain 200 includes an engine 15 and a generator 16 . The powertrain 200 outputs electric power to the power supply assembly 19 through the generator 16 . The power supply assembly 19 is also electrically connected to the drive motor 18 . The driving motor 18 outputs driving force and is used to drive the walking assembly 13 . It can be understood that the driving motor 18 can be directly connected to the walking assembly 13 and drive the walking assembly 13 to move. The driving motor 18 can also transmit power to the walking assembly 13 through the transmission assembly, thereby causing the walking assembly 13 to move. The power assembly 200 is at least partially disposed on the frame 11 to provide a power source for the all-terrain vehicle 100 . In order to clearly explain the technical solution of the present application, the front side, back side, left side, right side, upper side and lower side as shown in Figure 1 are also defined.

As shown in FIGS. 3 to 5 , as an implementation manner, the engine 15 includes a crankshaft connecting rod mechanism 151 and an outer casing assembly 159 . The outer casing assembly 159 includes a cylinder head 1592 and a crankcase 1594 . The crankshaft connecting rod mechanism 151 includes a crankshaft connecting rod mechanism 151 provided on Crankshaft 1511 on crankcase 1594.

Specifically, the outer housing assembly 159 also includes a cylinder head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594 and an oil pan 1595. The cylinder head cover 1591 is connected to one end of the cylinder head 1592 for sealing the cylinder head 1592 to prevent lubricating oil in the cylinder head 1592 from leaking. One end of the cylinder head 1592 away from the cylinder head cover 1591 is connected to the cylinder block 1593. The cylinder head 1592 and the cylinder block 1593 form a basically sealed space for sealing gas and forming a space for the combustion of the combustible mixed gas to withstand the operation of the engine 15. The high temperature and high pressure gas produced. One end of the cylinder block 1593 away from the cylinder head 1592 is connected to the crankcase 1594. The cylinder block 1593 and the crankcase 1594 are the basic structures of the engine 15. The oil pan 1595 is used to seal the crankcase 1594. The oil pan 1595 and the crankcase 1594 are connected to form an oil storage space 1595a, which is used to collect and store lubricating oil free inside the engine 15. The generator 16 is disposed on one side of the crankcase 1594, and the engine 15 drives the generator 16 to work, thereby achieving the effect of converting mechanical energy into electrical energy.

As shown in Figures 4 and 5, the engine 15 also includes a cam mechanism 152, an intake and exhaust mechanism 153, an ignition mechanism 154, a piston mechanism (not shown), a timing system 155, a balancing mechanism 156, a cooling system 157 and a lubrication mechanism. 158. The outer housing assembly 159 is formed with an accommodation space, and the cam mechanism 152, the intake and exhaust mechanism 153, the ignition mechanism 154, the piston mechanism, the timing system 155, the crankshaft connecting rod mechanism 151, the lubrication mechanism 158, the balancing mechanism 156 and the cooling system 157 are all at least Partially set in the accommodation space. In addition, the storage space includes a first storage space 1592a, a second storage space 1593a, and a third storage space 1594a.

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

The intake and exhaust mechanism 153 includes an intake mechanism 1531 and an exhaust mechanism 1534. The ignition mechanism 154 is provided between the air intake mechanism 1531 and the exhaust mechanism 1534 . Along the axis direction of the ignition mechanism 154, one end of the ignition mechanism 154 is disposed close to the cylinder block 1593, and the other end of the ignition mechanism 154 is disposed with a cam mechanism 152. The cam mechanism 152 includes a first camshaft 1521 and a second camshaft 1522. The first camshaft 1521 is disposed close to the intake mechanism 1531, and the second camshaft 1522 is disposed close to the exhaust mechanism 1534. The crankshaft connecting rod mechanism 151 includes a crankshaft 1511 and a connecting rod 1512. One end of the connecting rod 1512 is connected to the piston mechanism, and the other end of the connecting rod 1512 is connected to the crankshaft 1511. The crankshaft 1511 and the balancing mechanism 156 are engaged through gears. When the piston mechanism performs linear reciprocating motion in the cylinder block 1593, the piston mechanism passes through the connecting The rod 1512 drives the crankshaft 1511 to rotate, and the rotation of the crankshaft 1511 drives the balance mechanism 156 to rotate, thereby reducing the vibration of the engine 15 when it is working. One end of the timing system 155 is connected to the cam mechanism 152 , and the other end of the timing system 155 is connected to the crankshaft connecting rod mechanism 151 . The lubrication mechanism 158 includes an oil pump 1581 and an oil return channel (not shown). The lubricating oil pump 1581 in the oil storage space 1595a is sent to various components of the engine 15 through the oil pump 1581, and returns to the oil storage space 1595a along the oil return channel. . The cylinder block 1593 is formed with a cylinder bore 1593b therethrough for accommodating the piston mechanism, and the cooling system 157 is at least partially disposed around the cylinder bore 1593b. The space between the ignition mechanism 154 and the cylinder block 1593 is a combustion chamber. The combustion chamber is set as the space between the top of the piston mechanism and the bottom surface of the cylinder head 1592 after the piston mechanism reaches the top dead center. The top dead center is the farthest position between the top of the piston mechanism and the rotation center of the crankshaft 1511. One end of the crankshaft 1511 is connected to the generator 16, and the crankshaft 1511 drives the generator 16 to rotate to provide electric power for the all-terrain vehicle 100, thereby driving the all-terrain vehicle 100 to travel.

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

As shown in FIGS. 7 and 8 , when the intake manifold 1532 is connected to the cylinder head 1592 , in order to prevent fresh air and/or combustible mixture gas from leaking from the connection between the intake manifold 1532 and the cylinder head 1592 , the intake manifold 1532 is connected to the cylinder head 1592 . The tube 1532 is provided with a first groove 1592b, a second groove 1592c and a first seal 1596, thereby improving the overall sealing performance of the engine 15. The first groove 1592b is disposed on the intake manifold 1532, and the first groove 1592b is disposed around the intake hole of one of the intake passages 1533 on the cylinder head 1592. The second groove 1592c is provided on the intake manifold 1532, and one end of the second groove 1592c is connected to the first groove 1592b, and the other end of the second groove 1592c penetrates the intake manifold 1532 and is connected to the outside world. As an implementation manner, a plurality of first limiting protrusions (not shown) are provided on the first groove 1592b. When the first seal 1596 is disposed in the first groove 1592b, the first limiting protrusions are used to squeeze the first sealing member 1596. A sealing member 1596 increases the mutual force between the first sealing member 1596 and the first groove 1592b, thereby improving the firmness of the first sealing member 1596 disposed in the first groove 1592b and preventing the first sealing member 1596 from being disposed in the first groove 1592b. The first groove 1592b falls off. As another implementation manner, the first sealing member 1596 is provided with a second limiting protrusion 1596a. When the first sealing member 1596 is disposed in the first groove 1592b, the first groove is squeezed by the second limiting protrusion 1596a. 1592b, increase the mutual force between the first seal 1596 and the first groove 1592b, thereby improving the firmness of the first seal 1596 disposed in the first groove 1592b, and preventing the first seal 1596 from coming out of the first groove 1592b. fell off in slot 1592b.

As shown in FIGS. 8 and 9 , the first sealing member 1596 is substantially annular, and the outline of the first sealing member 1596 is substantially consistent with the shape of the first groove 1592b. A first limiting portion 1596b is formed on the first sealing member 1596. When the first seal 1596 is disposed in the first groove 1592b, the first limiting portion 1596b is at least partially disposed in the second groove 1592c, and at least a portion of the first limiting portion 1596b extends along the second groove 1592c to the incoming groove 1592c. Outside the intake manifold 1532, the length of the first limiting portion 1596b exposed outside the intake manifold 1532 is L1. As an implementation manner, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 4 mm and less than or equal to 12 mm. Further, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 4.5 mm and less than or equal to 11 mm. More specifically, the length L1 of the first limiting portion 1596b exposed outside the intake manifold 1532 is greater than or equal to 5 mm and less than or equal to 10 mm. Through the above arrangement, the first limiting portion 1596b can serve as an obvious assembly mark to prevent the first seal 1596 from being missed during assembly, and at least part of the first limiting portion 1596b is exposed outside the intake manifold 1532. When the maintenance personnel disassemble the first seal 1596, they can lift the first limiting portion 1596b exposed outside the cylinder head 1592 and take out the first seal 1596 from the second groove 1592c. This reduces the difficulty of disassembling the first seal 1596 during disassembly.

As an implementation manner, when the number of air inlet passages 1533 is multiple, the number of first grooves 1592b and the number of air inlet passages 1533 are basically the same, and the number of first seals 1596 and the number of air inlet passages 1533 are also the same. Basically the same, thereby improving the air tightness of the engine 15 and preventing gas leakage inside the engine 15 . Specifically, two adjacent first sealing members 1596 can be connected to each other, and two adjacent first sealing members 1596 can also be integrally formed, thereby reducing the assembly time of loading and unloading the first sealing members 1596 and avoiding the need for assembly. The first seal 1596 is easily missed during assembly. As another implementation manner, when the number of air inlet passages 1533 is multiple, the number of first grooves 1592b is substantially the same as the number of air inlet passages 1533, and each first seal 1596 can be independently provided on a first inside groove 1592b. Through the above arrangement, the economy of the first seal 1596 is improved.

It can be understood that when the intake manifold 1532 is connected to the cylinder head 1592, the first limiting portion 1596b extending to the outside of the cylinder head 1592 allows maintenance personnel to quickly discover whether the first seal 1596 is missing, which improves inspection. Check whether the assembly of engine 15 is qualified. agility.

As shown in FIG. 10 , as an implementation manner, the air intake mechanism 1531 is used to send fresh air and/or combustible mixed gas into the combustion chamber to provide a source of power for the operation of the engine 15 . The air intake mechanism 1531 also includes an air intake passage 1533 and a fuel injection assembly (not shown). The intake passage 1533 is at least partially disposed in the first receiving space 1592a and is disposed between the combustion chamber and the intake manifold 1532. Fuel and air are mixed in the intake passage 1533 to form a combustible mixed gas. The air intake channel 1533 includes a first air intake channel 1533a, a second air intake channel 1533b, and a third air intake channel 1533c. Among them, the first air inlet channel 1533a and the second air inlet channel 1533b are connected, the first air inlet channel 1533a and the third air inlet channel 1533c are connected, and the second air inlet channel 1533b and the third air inlet channel 1533c serve as the first air inlet channel. The structures of the two branches of the air passage 1533a, the second air inlet passage 1533b and the third air inlet passage 1533c are basically the same. Specifically, one end of the second air intake channel 1533b is connected to the first air intake channel 1533a, and the other end of the second air intake channel 1533b is connected to the combustion chamber; one end of the third air intake channel 1533c is connected to the first air intake channel 1533a, and the third air intake channel 1533c is connected to the first air intake channel 1533a. The other end of the intake passage 1533c is connected to the combustion chamber. The first air intake passage 1533a is used to collect air transmitted to the air intake passage 1533 along the intake manifold 1532, and distribute the air substantially evenly to the second air intake passage 1533b and the third air intake passage 1533c.

As an implementation manner, a first oil injection hole 1533d and a second oil injection hole 1533e are formed at one end of the first air intake passage 1533a. The structure of the first oil injection hole 1533d and the second oil injection hole 1533e are basically the same, and the first oil injection hole 1533d and the second oil injection hole 1533e are basically arranged in a circular shape. The distance between the center of the first fuel injection hole 1533d and the center of the second fuel injection hole 1533e is the first circle center distance D1, and the first circle center distance D1 is greater than or equal to 25 mm and less than or equal to 50 mm. Further, the first circle center distance D1 is greater than or equal to 33.3 mm and less than or equal to 40.7 mm. More specifically, the first circle center distance D1 is equal to 37mm. In this embodiment, the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism, wherein the first fuel injection mechanism is at least partially disposed in the first fuel injection hole 1533d, and the second fuel injection mechanism is at least partially disposed in the first fuel injection hole 1533d. In the second fuel injection hole 1533e, the fuel is atomized by the fuel injection assembly to form an oil beam and injected into the intake passage 1533. The oil jet ejected by the first fuel injection mechanism is mixed with air through the first air intake passage 1533a to form a combustible mixed gas, which is transported to the combustion chamber along the second air intake channel 1533b; at the same time, the oil jet ejected by the second fuel injection mechanism passes through The first air intake passage 1533a is mixed with air to form a combustible mixed gas, which is transported to the combustion chamber along the third air intake passage 1533c. Through the above settings, the atomization effect of the fuel is improved, the accuracy of the coverage of the fuel injection mechanism is improved, and the combustion efficiency of the combustible mixed gas is improved.

As shown in Figure 11, as an implementation manner, the second air inlet passage 1533b is formed with a second air inlet 1533g at one end close to the combustion chamber, and the third air inlet passage 1533c is formed with a third air inlet at one end close to the combustion chamber. 1533f. The structures of the second air inlet 1533g and the third air inlet 1533f are basically the same, and the second air inlet 1533g and the third air inlet 1533f are basically arranged in a circular shape. The distance between the second air inlet 1533g and the third air inlet 1533f is the second center distance D2. Further, the first circle center distance D1 and the second circle center distance D2 are substantially equal. Thereby, the fuel coverage rate in the air intake passage 1533 is improved, and the fuel and air are fully mixed.

The equivalent hole diameter of the second air inlet 1533g is D3, and the length of the cylinder hole 1593b extending in its radial direction is D4. In this embodiment, the cross-section of the second air inlet 1533g is approximately circular. In order to better describe the correlation between the size of the second air inlet 1533g and the size of the cylinder hole 1593b, through the second air inlet 1533g The ratio relationship between the equivalent hole diameter D3 of 1533g and the length D4 of the cylinder hole 1593b defines the actual size of the second air inlet 1533g. That is, the cross-sectional area of the second air inlet 1533g is taken as the circular area, and the equivalent aperture D3 of the second air inlet 1533g is calculated according to the circular area calculation formula. Among them, the equivalent aperture of the second air inlet 1533g satisfies the following relationship: D3=√(A/π). Wherein, the cross-sectional area of the second air inlet is set to A. As an implementation manner, the ratio of the equivalent hole diameter D3 of the second air inlet 1533g to the length D4 of the cylinder hole is greater than or equal to 0.33 and less than or equal to 0.47. Further, the ratio of the equivalent hole diameter D3 of the second air inlet 1533g to the length D4 of the cylinder hole is greater than or equal to 0.35 and less than or equal to 0.44. More specifically, the ratio of the equivalent hole diameter D3 of the second air inlet 1533g to the length D4 of the cylinder hole is equal to or greater than 0.37 and equal to or less than 0.42. Through the above settings, the fuel coverage rate in the air intake passage 1533 is improved, so that the fuel and air are fully mixed.

It can be understood that by arranging the first oil injection hole 1533d and the second oil injection hole 1533e in the air intake passage 1533, and arranging the first oil injection mechanism at the first oil injection hole 1533d, at the second oil injection hole 1533e The second fuel injection mechanism is provided to increase the coverage of the fuel injection beam of the fuel injection assembly, fully mixing the air and fuel, and improving the fuel economy and the combustion efficiency of the combustible mixed gas.

As shown in FIG. 12 , as an implementation manner, the cylinder head 1592 may also be provided with a plurality of first mounting holes 1592f for installing the fuel injection mechanism. Specifically, the cylinder head 1592 is provided with a preset area 1592d, and the first mounting hole 1592f is provided in the preset area 1592d. Several first mounting holes 1592f together constitute a mounting area 1592e for accommodating the fuel injection mechanism, wherein at least part of the mounting area 1592e are set in the preset area 1592d. Furthermore, the structures of several first mounting holes 1592f are basically the same. The length of the first mounting hole 1592f extending along its own radial direction is L2, and the length of the preset area 1592d extending along the direction of the first straight line 103 is L3. . As an implementation manner, the ratio between the length L3 of the preset area 1592d and the length L2 of the first mounting hole 1592f is greater than or equal to 3.3 and less than or equal to 5. Further, the ratio between the length L3 of the preset area 1592d and the length L2 of the first mounting hole 1592f is greater than or equal to 3.7 and less than or equal to 4.6. More specifically, the ratio of the length L3 of the preset area 1592d to the length L2 of the first mounting hole 1592f is equal to 4.1. Through the above arrangement, the flexibility of the layout of the engine 15 is improved, so that the cylinder head 1592 can adapt to different specifications and different numbers of fuel injection components without changing its own structure.

As an implementation manner, on a second projection plane (not shown) perpendicular to the first mounting hole 1592f, the projection area of the first mounting hole 1592f on the second projection plane along its axis direction is S3. The default The projected area of the region 1592d on the second projection plane along the axis direction of the first mounting hole 1592f is S4. The ratio between the projected area S3 of the first mounting hole 1592f and the projected area S4 of the preset area 1592d is greater than or equal to 0.08 and less than or equal to 0.2. Further, the ratio between the projected area S3 of the first mounting hole 1592f and the projected area S4 of the preset area 1592d is greater than or equal to 0.1 and less than or equal to 0.16. More specifically, the ratio between the projected area S3 of the first mounting hole 1592f and the projected area S4 of the preset area 1592d is equal to 0.13. Through the above arrangement, the flexibility of the layout of the engine 15 is improved, so that the cylinder head 1592 can be adapted to different specifications of fuel injection components without changing its own structure.

In this embodiment, the length of the mounting area 1592e extending in the direction of the first straight line 103 is L4. As an implementation manner, the ratio of the length L4 of the installation area 1592e to the length L3 of the preset area 1592d is greater than or equal to 0.81 and less than or equal to 1. Further, the ratio of the length L4 of the installation area 1592e to the length L3 of the preset area 1592d is greater than or equal to 0.86 and less than or equal to 0.96. More specifically, the ratio of the length L4 of the installation area 1592e to the length L3 of the preset area 1592d is equal to 0.91. Through the above arrangement, the flexibility of the layout of the engine 15 is improved, so that the cylinder head 1592 can be adapted to the layout of the fuel injection assembly of a single fuel injection mechanism without changing its own structure, or can be adapted to multiple fuel injection mechanisms. The fuel injection assembly is arranged in such a way that the engine 15 can be applied to different forms of all-terrain vehicles 100 or other vehicles.

In this embodiment, the length of the preset area 1592d extending in the direction perpendicular to the first straight line 103 is the width L5 of the preset area 1592d, and the width direction of the preset area 1592d is parallel to the cross section of the first mounting hole 1592f. As an implementation manner, the ratio of the width L5 of the preset area 1592d to the length L3 of the preset area 1592d is greater than or equal to 0.27 and less than or equal to 0.42. Further, the ratio of the width L5 of the preset area 1592d to the length L3 of the preset area 1592d is greater than or equal to 0.31 and less than or equal to 0.28. More specifically, the ratio of the width L5 of the preset area 1592d to the length L3 of the preset area 1592d is equal to 0.34. Through the above arrangement, the flexibility of the layout of the engine 15 is improved, so that the cylinder head 1592 can adapt to fuel injection assemblies of different specifications and layouts without changing its own structure.

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

It can be understood that through the preset area 1592d on the cylinder head 1592, the installation area 1592e can be processed according to different situations, thereby realizing a cylinder head 1592 compatible with different fuel injection components.

As shown in Figures 13 to 15, the cylinder head cover 1591 includes a first cover cover 1591a and a second cover cover 1591b. When the cylinder head cover 1591 is connected to the cylinder head 1592, the second cover cover 1591b is disposed on the first cover cover 1591a. and the cylinder head 1592, and the first cover 1591a and the second cover 1591b are fixedly connected. The first cover 1591a closes one end of the engine 15. The first cover 1591a and the second cover 1591b together form the oil and gas separation mechanism of the engine 15 . Further, a fourth air inlet 1591m is formed at one end of the cylinder head cover 1591, and the combustible mixed gas enters the cylinder head cover 1591 along the fourth air inlet 1591m; a first exhaust port 1591k is formed at the other end of the cylinder head cover 1591. , the combustible mixed gas is discharged from the cylinder head cover 1591 along the first exhaust port 1591k.

When the engine is working, the combustible mixed gas burns in the combustion chamber and generates a gas popping phenomenon. The gas popping phenomenon means that at least part of the combustible mixed gas leaks to the crankcase along the gap between the cylinder bore and the piston mechanism, causing the air pressure inside the crankcase 1594 to increase. increases, so that the combustible mixed gas in the crankcase 1594 is sent into the cylinder head cover 1591 along the third storage space 1594a, the second storage space 1593a, and the first storage space 1592a in sequence.

This application separates the lubricating oil in the combustible mixed gas through the cylinder head cover 1591. The cylinder head cover 1591 includes a first type of baffle 1591c, a second type of baffle 1591d and a third type of baffle 1591e. The first type of baffle 1591c is located close to the fourth air inlet 1591m, and the third type of baffle 1591e is located close to the first The exhaust port 1591k is provided, and the second type baffle 1591d is provided between the first type baffle 1591c and the third type baffle 1591e. Further, the first type baffle 1591c and the cylinder head cover 1591 are integrally formed, and the first type baffle 1591c is at least partially disposed on the first cover 1591a, and the first type baffle 1591c is also at least partially disposed on the second cover 1591a. On 1591b, the first type of baffle 1591c is basically set in a fishbone shape, and forms a multi-forked structure. Specifically, several guide channels 1591f are formed between the first type baffles 1591c. When the combustible mixed gas enters the cylinder head cover 1591, the combustible mixed gas flows along the direction of the guide channel 1591f to the second type baffle 1591d. More specifically, the first type of baffle 1591c and the guide channel 1591f together constitute a first separation mechanism for separating lubricating oil in the cylinder head cover 1591. In this embodiment, the first separation mechanism is used to separate a first volume of lubricating oil in the combustible mixed gas, where the first volume of lubricating oil refers to lubricating oil with larger particles in the combustible mixed gas.

As an implementation manner, when the combustible mixed gas passes through the guide channel 1591f, at least part of the first volume of lubricating oil in the combustible mixed gas hits the bifurcation of the first type baffle 1591c and is separated from the combustible mixed gas. Further, a first oil return hole 1591g is formed on the second cover 1591b, and the first oil return hole 1591g is provided between the first type of baffle 1591c and the second type of baffle 1591d. The separated lubricating oil is gathered into the first oil return hole 1591g. The first oil return hole 1591g is connected with the oil return passage. The lubricating oil in the first oil return hole 1591g is gathered into the oil storage space 1595a through the oil return passage. When the combustible mixed gas passes through the guide channel 1591f, at least part of the first volume of lubricating oil in the combustible mixed gas hits the second type baffle 1591d and is separated from the combustible mixed gas. The separated lubricating oil gathers into the first oil return hole 1591g, and along the oil return channel, gathers into the oil storage space 1595a.

As an implementation manner, the second type of baffle 1591d is provided on the second cover 1591b, and the second type of baffle 1591d is fixedly connected to the second cover 1591b, where the fixed connection method may be welding or the third The second type baffle 1591d and the second cover 1591b are integrally formed, or the second type baffle 1591d and the second cover 1591b are detachably connected. Furthermore, the second type baffle 1591d is provided with a number of first through holes 1591h, and the number of the first through holes 1591h can be adjusted according to actual conditions. When the combustible mixed gas passes through the second type of baffle 1591d, the combustible mixed gas passes through the first through hole 1591h. The first through hole 1591h is used to increase the flow speed of the combustible mixed gas. The accelerated combustible mixed gas hits the third type of baffle. 1591e. The second type of baffle 1591d and the third type of baffle 1591e cooperate to form a second separation mechanism. The second separation mechanism is used to separate a second volume of lubricating oil in the combustible mixed gas, where the second volume of lubricating oil refers to the combustible mixture. The lubricating oil has smaller particles in the gas, and the first volume of the lubricating oil is greater than the second volume of the lubricating oil.

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

It can be understood that by providing the first separation mechanism and the second separation mechanism, the separation effect of the oil and gas separation mechanism is improved, and the economy of the engine 15 is increased.

As an implementation manner, a second oil return hole 1591j is also formed on the second cover 1591b, and the second oil return hole 1591j is provided between the third type baffle 1591e and the first exhaust port 1591k. When the lubricating oil passes through the first through hole 1591h and the oil return gap, it hits the third type baffle 1591e and is separated from the combustible mixed gas. The separated lubricating oil gathers into the second oil return hole 1591j. Further, the second oil return hole 1591j is connected to the oil return channel, and the lubricating oil in the second oil return hole 1591j is gathered into the oil storage space 1595a along the oil return channel. In addition, a second seal (not shown) is provided in the second oil return hole 1591j. The second seal is used to prevent the lubricating oil in the oil return passage from flowing back into the cylinder head cover 1591. The second cover cover 1591b is also formed with an avoidance member that is recessed into the cylinder head cover 1591 to avoid components on the cylinder head 1592, thereby providing space for arranging components on the cylinder head 1592.

It can be understood that when the combustible mixed gas enters the cylinder head cover 1591 along the fourth air inlet 1591m, the combustible mixed gas circulates between the guide channels 1591f, and the first volume of lubricating oil is separated from the combustible mixture through the first type of baffle 1591c. The combustible mixed gas continues to flow to the second type of baffle 1591d, and the first volume of lubricating oil is separated through the second type of baffle 1591d. Further, the combustible mixed gas is accelerated through the first through hole 1591h, and the accelerated combustible mixed gas hits the third type baffle 1591e, and the second volume of lubricating oil is ejected from the flammable mixed gas. The mixed gas is separated from the mixed gas, and the combustible mixed gas leaves the cylinder head cover 1591 along the first exhaust port 1591k. Through the above settings, the separation effect of lubricating oil in the combustible mixed gas is improved, thereby realizing the circulation of lubricating oil in the engine 15 , improving the economy of the engine 15 , reducing the consumption of lubricating oil, and optimizing the emission effect of the engine 15 .

As shown in Figure 16, the air intake mechanism 1531 also includes an air filter 1531a and an air delivery channel. Specifically, the air transmission channel can be set as a detachably connected breather tube 1531b, wherein the breather tube 1531b can be made of rubber hose material, thereby improving the flexibility of the arrangement of the breather tube 1531b; the breather tube 1531b can also be made of metal pipe material. , thereby reducing the space occupied by the air intake mechanism 1531 arranged on the engine 15 . One end of the air filter 1531a is connected to the throttle mechanism, and one end of the air filter 1531a is connected to the outside world. The air filter 1531a is used to filter impurities and water vapor in the air to prevent impurities and water vapor from entering the engine 15 and causing damage to the engine 15 .

As an implementation manner, the air intake mechanism 1531 also includes an intake manifold 1532, and a second air inlet 1532c is formed on the intake manifold 1532. A first exhaust port 1591k is formed on the cylinder head cover 1591, and the first exhaust port 1591k is used to discharge the combustible mixed gas after the lubricating oil is separated from the cylinder head cover 1591. Further, one end of the breather pipe 1531b is connected to the first exhaust port 1591k, and the other end of the breather pipe 1531b is connected to the intake manifold 1532 through the second air inlet 1532c. When the combustible mixed gas is discharged from the first exhaust port 1591k, it enters the second air inlet 1532c along the breather pipe 1531b and is transported to the intake manifold 1532. This prevents the combustible mixed gas after the lubricating oil has been separated from being discharged from the breather pipe 1531b and entering the air filter 1531a to wet the filter element provided in the air filter 1531a. Through the above arrangement, the combustible mixed gas is re-transported to the intake manifold 1532, and the combustible mixed gas is recombusted, thereby improving the economy of the engine 15.

As an implementation manner, the air filter 1531a also includes a connecting pipe 1531c, and the air filter 1531a is connected to the throttle mechanism through the connecting pipe 1531c. Further, the breather pipe 1531b is arranged away from the connecting pipe 1531c, thereby preventing the combustible mixed gas after the lubricating oil is separated from being discharged from the breather pipe 1531b and entering the air filter 1531a to wet the filter element provided in the air filter 1531a.

As another implementation manner, the second air inlet 1532c can also be provided on the connecting pipe 1531c. One end of the vent pipe 1531b is connected to the first exhaust port 1591k, and the other end of the vent pipe 1531b is connected to the connecting pipe 1531c. When the combustible mixed gas is discharged from the first exhaust port 1591k, it enters the connecting pipe 1531c along the breather pipe 1531b, passes through the throttle mechanism and the intake manifold 1532 along the connecting pipe 1531c, and finally enters the engine 15 for secondary combustion. . Through the above settings, the combustible mixed gas after separation is prevented from wetting the air filter element, and the filter element replacement cycle is reduced. It can be understood that one end of the air delivery passage can be disposed at any position between the box of the air filter 1531a and the intake manifold 1532. The air inlet 1532c keeps the second air inlet 1532c away from the filter element to prevent the combustible mixed gas from getting wet after the filter element is separated, thereby reducing the replacement cycle of the filter element.

It can be understood that when the combustible mixed gas that has passed through the oil and gas separation mechanism is discharged from the cylinder head cover 1591, the combustible mixed gas also contains at least part of the fuel, air and water vapor, and the combustible mixed gas is reintroduced into the intake manifold 1532. , improve the combustion efficiency of the combustible mixed gas, thereby improving the economy of the engine 15 and improving the effectiveness of resource utilization. By arranging one end of the breather pipe 1531b away from the air filter 1531a, water vapor is prevented from wetting the filter element, thereby reducing the replacement cycle of the filter element.

As shown in FIGS. 17 and 18 , as an implementation manner, the cooling system 157 includes a first cooling water jacket 1571 . Further, the first cooling water jacket 1571 is disposed in the cylinder head 1592 using a cast structure, and the first cooling water jacket 1571 is disposed around the intake and exhaust mechanisms 153 , thereby achieving the effect of reducing the temperature of the intake and exhaust mechanisms 153 . Specifically, the exhaust mechanism 1534 includes an exhaust channel 1534a, the air inlet channel 1533 is provided on one side of the first cooling water jacket 1571, and the exhaust channel 1534a is provided on the other side of the first cooling water jacket 1571. More specifically, the exhaust passage 1534a includes a first exhaust passage 1534b and a second exhaust passage 1534c.

As an implementation manner, the first cooling water jacket 1571 includes a first channel 1571a and a second channel 1571b. Further, the second channel 1571b communicates with the first channel 1571a. The first channel 1571a is at least partially disposed around the air inlet channel 1533, and the cooling liquid flows in the first channel 1571a, thereby achieving a cooling effect on the air inlet channel 1533. The first channel 1571a is also provided at least partially around the exhaust channel 1534a, and the cooling liquid flows in the first channel 1571a, thereby achieving a cooling effect on the exhaust channel 1534a. Specifically, the second channel 1571b is provided on the side of the first cooling water jacket 1571 close to the exhaust mechanism 1534, and is arranged around the exhaust channel 1534a through the first channel 1571a and the second channel 1571b. By causing the cooling liquid to flow in the second channel 1571b, the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a is improved. More specifically, the second passage 1571b is provided between the first exhaust passage 1534b and the second exhaust passage 1534c. Through the cooperation of the first channel 1571a and the second channel 1571b, the contact area between the first cooling water jacket 1571 and the exhaust channel 1534a is increased, the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a is improved, and the engine 15 The side near the exhaust channel 1534a is damaged.

As an implementation manner, the first cooling water jacket 1571 also includes a first water inlet 1571c and a first water outlet 1571d. Further, the first water inlet 1571c is provided at an edge position of the first cooling water jacket 1571, and the first water inlet 1571c is provided around the first cooling water jacket 1571. Specifically, the first water inlet 1571c is at least partially disposed in the first channel 1571a, and the first water inlet 1571c is also at least partially disposed in the second channel 1571b. By arranging a separate channel for the cooling liquid to enter in the second channel 1571b, the circulation effect of the cooling liquid in the second channel 1571b is improved, thereby improving the cooling effect of the first cooling water jacket 1571 on the exhaust channel 1534a. More specifically, the first water outlet 1571d is connected to the first channel 1571a. On a first straight line 103 parallel to the direction of the rotation center of the crankshaft 1511, the first cooling water jacket 1571 extends substantially along the direction of the first straight line 103, and the first water outlet 1571d is disposed on the first cooling water jacket 1571 along the first straight line 103. One end extending in the direction of straight line 103.

It can be understood that when the coolant enters the first cooling water jacket 1571 along the first water inlet 1571c, at least part of the coolant enters the second channel 1571b, and increases the first exhaust channel 1534b and the first cooling water through the second channel 1571b. The contact area of the jacket 1571 is increased through the second channel 1571b, and the contact area of the second exhaust channel 1534c and the first cooling water jacket 1571 is increased. Thereby, the cooling effect of the first cooling water jacket 1571 on the exhaust passage 1534a is optimized. Further, the cooling liquid in the second channel 1571b flows along the first channel 1571a to the first water outlet 1571d, and is discharged from the first cooling water jacket 1571.

As shown in FIGS. 19 and 20 , an ignition channel 1592g is also formed on the cylinder head 1592, and the ignition channel 1592g is provided between the air intake mechanism 1531 and the exhaust mechanism 1534. As an implementation manner, on a first straight line 104 parallel to the axial direction of the ignition mechanism 154, the ignition channel 1592g is substantially disposed in a direction parallel to the first straight line 104, and the ignition channel 1592g is disposed through the cylinder head 1592. The channel width of the ignition channel 1592g gradually decreases along the direction from the cylinder head 1592 to the cylinder block 1593. When the cylinder head 1592 is connected to the cylinder block 1593, one end of the ignition channel 1592g is connected to the combustion chamber. One end of the ignition channel 1592g away from the cylinder block 1593 extends outward and forms a mating portion 1592h. The mating portion 1592h and the cylinder head 1592 are integrally formed.

As an implementation manner, the ignition mechanism 154 is at least partially disposed in the ignition channel 1592g, one end of the ignition mechanism 154 is at least partially disposed within the combustion chamber, and the other end of the ignition mechanism 154 is connected to the cylinder head 1592. When the ignition mechanism 154 is disposed in the ignition channel 1592g, a closed space is formed in the ignition channel 1592g. The ignition mechanism 154 includes a spark plug 1541 and an ignition coil 1542. The spark plug 1541 is arranged in the ignition channel 1592g. One end of the spark plug 1541 is close to the combustion chamber. The other end of the spark plug 1541 is connected to the ignition coil 1542. The spark plug 1541 is controlled by the ignition coil 1542 to generate electric sparks. This ignites the combustible mixture in the combustion chamber. The ignition coil 1542 can be made of rubber material, thereby reducing the assembly difficulty of the ignition mechanism 154 when it is installed on the cylinder head 1592, and using rubber material can improve the airtightness and waterproofness when the ignition mechanism 154 is connected to the cylinder head 1592. When the ignition mechanism 154 is set, the spark plug 1541 is disposed in the ignition channel 1592g, so that one end of the ignition channel 1592g close to the combustion chamber is sealed by the spark plug 1541. The ignition coil 1542 is disposed in the ignition channel 1592g, and the ignition coil 1542 is sleeved to the spark plug 1541. In the embodiment of the present application, a second connection hole 1542a is formed on an end of the ignition coil 1542 away from the spark plug 1541, and the ignition mechanism 154 is fixedly connected to the cylinder head 1592 through fasteners and the second connection hole 1542a. The connection between the ignition mechanism 154 and the cylinder head 1592 may be a single-point fixed connection. The single-point fixed connection means that the ignition mechanism 154 is connected to the cylinder head 1592 through a fastener and the second connection hole 1542a. This reduces the difficulty of disassembly of the ignition mechanism 154; as another implementation, the ignition mechanism 154 can also be connected to the cylinder head 1592 through a plurality of fasteners and a plurality of second connection holes 1542a, thereby improving the ignition mechanism 154 and disposing it in the ignition position. The stability in the channel 1592g prevents the ignition mechanism 154 from ejecting from the ignition channel 1592g due to excessive air pressure in the ignition channel 1592g when the engine 15 is working, thereby improving the safety of the engine 15 .

As one implementation, the ignition coil 1542 includes a second seal 1542b, a third seal 1542c, a fourth seal 1542d, and a fifth seal 1542e. Specifically, the second sealing member 1542b is disposed around the ignition coil 1542. The second sealing member 1542b is substantially annular and is disposed at an end of the ignition coil 1542 away from the spark plug 1541. The structure of the third sealing member 1542c and the fourth sealing member 1542d is basically the same as that of the second sealing member 1542b, and air guide ports are formed on both the third sealing member 1542c and the fourth sealing member 1542d. Specifically, the third seal 1542c is disposed between the second seal 1542b and the fourth seal 1542d, and the second seal 1542b, the third seal 1542c and the fourth seal 1542d together form a third exhaust channel. 1542f. During the installation process of the ignition mechanism 154 being arranged in the ignition channel 1592g, the gas in the ignition channel 1592g is discharged through the third exhaust channel 1542f to prevent the ignition mechanism 154 from being damaged due to excessive air pressure in the ignition channel 1592g during the operation of the engine 15. More specifically, the air guide port of the second seal 1542b and the air guide port of the fourth seal 1542d are substantially aligned along the direction of the first straight line 104, and the air guide port of the third seal 1542c is disposed on the third seal. The side of the member 1542c away from the first air guide port or the third air guide port. Through the above arrangement, the length of the third exhaust channel 1542f is increased, preventing muddy water from entering the ignition channel 1592g when the all-terrain vehicle 100 is traveling, and extending the service life of each component of the engine 15. It can be understood that when the ignition mechanism 154 is disposed in the ignition channel 1592g, the gas in the ignition channel 1592g can enter the third exhaust channel 1542f along the air guide port of the fourth seal 1542d, and exit along the air guide port of the second seal 1542b. Ignition channel 1592g.

When the ignition mechanism 154 is disposed in the ignition channel 1592g, the edge of the second sealing member 1542b presses the inner wall of the ignition channel 1592g, and there is an interference fit between the second sealing member 1542b and the ignition channel 1592g. The second sealing member 1542b is made of rubber, so that the contact portion between the edge of the second sealing member 1542b and the ignition channel 1592g is deformed, causing the edge of the second sealing member 1542b to be compressed, and the edge compression amount of the second sealing member 1542b is R1. The edge compression amount R1 of the third sealing member 1542c is substantially the same as the edge compression amount R1 of the second sealing member 1542b, and the edge compression amount R1 of the fourth sealing member 1542d is substantially the same as the edge compression amount R1 of the second sealing member 1542b. As an implementation manner, the edge compression amount R1 of the second seal 1542b is greater than or equal to 0.4 mm and less than or equal to 0.6 mm. Further, R1 is equal to or greater than 0.45mm and equal to or less than 0.55mm. More specifically, R1 is equal to 0.5mm. Through the above arrangement, the airtightness of the ignition mechanism 154 when it is arranged in the ignition channel 1592g is improved, thereby preventing muddy water or dust from entering the ignition channel 1592g when the engine 15 is operating. When the ignition mechanism 154 is disposed in the ignition channel 1592g, the air pressure in the ignition channel 1592g is basically the same as the atmospheric pressure. After preventing the air in the ignition channel 1592g from being heated and expanding, the ignition mechanism 154 pops out of the ignition channel 1592g, thereby avoiding damage to the second connection hole 1542a.

The fifth seal 1542e is substantially umbrella-shaped. When the ignition mechanism 154 is disposed in the ignition channel 1592g, the fifth seal 1542e is disposed around the fitting portion 1592h, and the fitting portion 1592h abuts against the fifth seal 1542e. The fifth seal 1542e is made of rubber, so that the contact portion between the fifth seal 1542e and the mating portion 1592h is deformed, causing the fifth seal 1542e to compress inward, and the inner compression amount of the fifth seal 1542e is R2. As an implementation manner, the inner compression amount R2 of the fifth seal 1542e is greater than or equal to 0.4 mm and less than or equal to 0.6 mm. Further, the inner compression amount R2 of the fifth seal 1542e is equal to or greater than 0.45 mm and equal to or less than 0.55 mm. More specifically, the inner compression amount R2 of the fifth seal 1542e is equal to 0.5 mm. Through the above arrangement, the airtightness of the ignition mechanism 154 when it is arranged in the ignition channel 1592g is improved, preventing muddy water or dust from entering the ignition channel 1592g when the engine 15 is working, and when the ignition mechanism 154 is arranged in the ignition channel 1592g, the airtightness in the ignition channel 1592g is prevented. The air pressure is basically the same as the atmospheric pressure, which prevents the ignition mechanism 154 from ejecting from the ignition channel 1592g after the air in the ignition channel 1592g expands due to heat, thus preventing damage to the second connecting hole 1542a.

As an implementation manner, a second mounting hole 1592j and a third oil return hole 1592k are formed on the cylinder head 1592, and the cylinder head 1592 is connected to the cylinder block 1593 through fasteners and the second mounting hole 1592j. Specifically, the cylinder head 1592 includes a first end surface and a second end surface. The first end surface is provided on the side of the cylinder head 1592 close to the cylinder head cover 1591. The second end surface is provided on the side of the cylinder head 1592 close to the cylinder block 1593. The second end surface One end of the mounting hole 1592j is connected to the first end surface, and the other end of the second mounting hole 1592j is connected to the second end surface. The number of the third oil return holes 1592k is less than or equal to the number of the second mounting holes 1592j. It can be understood that the number of the third oil return holes 1592k is at least one. Specifically, the third oil return hole 1592k is provided close to the second mounting hole 1592j, and one end of the third oil return hole 1592k close to the cylinder block 1593 communicates with the second mounting hole 1592j and forms a through port. Specifically, when the cylinder head 1592 is connected to the cylinder block 1593 through a fastener, the fastener is disposed close to the through port, and the lubricating oil enters the third oil return hole 1592k and flows back along the gap between the through port and the fastener. Oil channel. The lubricating oil accumulated on the first end surface of the cylinder head 1592 is collected and transported through the third oil return hole 1592k. The lubricating oil passes through the third oil return hole 1592k and flows into the oil return channel. The number of the third oil return holes 1592k can be adjusted according to the actual situation, so as to meet the oil return efficiency of the engine 15 and reduce the processing cost of the engine 15 .

As an implementation manner, a reinforcing rib 1592m is formed in the third oil return hole 1592k. Specifically, the reinforcing rib 1592m is integrally formed with the cylinder head. Further, on a first straight line 103 parallel to the direction of the rotation center of the crankshaft 1511, the reinforcing ribs 1592m extend substantially in a direction perpendicular to the first straight line 103. When the fastener is disposed in the second mounting hole 1592j, the structural strength of the second mounting hole 1592j is improved through the reinforcing rib 1592m. When the fastener is disposed in the second mounting hole 1592j, the fastener is prevented from damaging the second mounting hole 1592j. The tension is too high, causing damage to the cylinder head 1592. A width D7 of the reinforcing ribs 1592m is distributed in a direction substantially parallel to the first straight line 103. As an implementation method, the width D7 of the reinforcing rib 1592m is greater than or equal to 3.2 mm and less than or equal to 4.8 mm. Further, the width D7 of the reinforcing rib 1592m is equal to or greater than 3.6 mm and equal to or less than 4.4 mm. More specifically, the width D7 of the stiffener 1592m is equal to 4mm. Through the above arrangement, the structural strength of the second mounting hole 1592j is improved, and the lubricating oil can flow along the third oil return hole 1592k to form a circulation path.

When the fastener is connected to the second mounting hole 1592j, the fastener exerts a force on the second mounting hole 1592j in the radial direction of the second mounting hole 1592j, thereby ensuring that the cylinder is secured by increasing the wall thickness of the second mounting hole 1592j. The structural strength of the cover 1592 prevents the force exerted by fasteners from deforming the cylinder head 1592 and prevents the force from affecting the structure of the third oil return hole 1592k, thus extending the service life of the engine 15. Specifically, the wall thickness of the second mounting holes 1592j distributed along the radial direction of the second mounting holes 1592j is D8. As an implementation manner, the wall thickness D8 of the second mounting hole 1592j is greater than or equal to 5 mm and less than or equal to 7 mm. Further, the wall thickness D8 of the second mounting hole 1592j is greater than or equal to 5.3 mm and less than or equal to 6.7 mm. More specifically, the wall thickness D8 of the second mounting hole 1592j is equal to or greater than 5.5 mm and equal to or less than 6.3 mm. Through the above arrangement, the structural strength of the third oil return hole 1592k is improved, and the space for the arrangement of the engine 15 is saved, making the arrangement of various components more compact and reducing the weight of the engine 15 .

As shown in FIG. 23 , on a second straight line 104 parallel to the axial direction of the ignition mechanism 154 , the distance from the apex of the through hole to the first end surface along the direction of the second straight line 104 is D9, where the apex of the through hole extends Refers to the end point with the smallest distance between the through opening and the first end face. As an implementation manner, the distance D9 from the apex of the through opening to the first end surface is greater than or equal to 20 mm and less than or equal to 44 mm. Further, the distance D9 from the apex of the through opening to the first end surface is equal to or greater than 18 mm and equal to or less than 40 mm. More specifically, the distance D9 from the apex of the through opening to the first end surface is greater than or equal to 16 mm and less than or equal to 36 mm. Through the above arrangement, the structural strength of the third oil return hole 1592k is improved, and the space for the arrangement of the engine 15 is saved, making the arrangement of various components more compact and reducing the weight of the engine 15 .

As shown in Figure 24, the cooling system 157 also includes a second cooling water jacket 1572. The second cooling water jacket 1572 is at least partially disposed in the cylinder block 1593. The second cooling water jacket 1572 is substantially disposed around the cylinder hole 1593b, in a direction parallel to On the second straight line 104 in the axial direction of the ignition mechanism 154 , the second cooling water jacket 1572 extends within the cylinder block 1593 substantially along the direction of the second straight line 104 . When the combustible mixed gas is burned in the cylinder block 1593, the temperature of the cylinder block 1593 rises, and the temperature of the cylinder block 1593 is reduced through the second cooling water jacket 1572, thereby avoiding damage to the cylinder block 1593.

The second cooling water jacket 1572 includes a first fixing groove 1572a and a water jacket partition 1572b. The first fixing groove 1572a is provided on the cylinder block 1593 for fixing the water jacket partition 1572b, so that the water jacket partition 1572b is fixed to the third In the second cooling water jacket 1572, when the coolant flows in the second cooling water jacket 1572, the water jacket partition plate 1572b is prevented from being displaced due to the influence of the flow of the coolant.

As shown in FIG. 25 , the water jacket partition 1572 b is basically configured in an arc shape, thereby increasing the contact area between the water jacket partition 1572 b and the cooling liquid, and making it easier to dispose the water jacket partition 1572 b in the second cooling water jacket 1572 . One end of the water jacket partition 1572b is disposed in the first fixing groove 1572a, and both edges of the water jacket partition 1572b are in contact with the inner wall of the second cooling water jacket 1572 close to the cylinder hole 1593b. Through the above arrangement, the water jacket partition plate 1572b is fixed in the second cooling water jacket 1572, thus preventing the water jacket partition plate 1572b from being displaced due to the influence of the flow of coolant when the coolant flows in the second cooling water jacket 1572. The height H3 of the water jacket partition 1572b is distributed along the direction of the second straight line 104, and the depth H4 of the second cooling water jacket 1572 is distributed along the direction of the second straight line 104. As an implementation manner, the ratio of the height H3 of the water jacket partition 1572b to the depth H4 of the second cooling water jacket 1572 is greater than or equal to 0.68 and less than or equal to 1. Further, the ratio of the height H3 of the water jacket partition 1572b to the depth H4 of the second cooling water jacket 1572 is greater than or equal to 0.76 and less than or equal to 0.94. More specifically, the ratio of the height H3 of the water jacket partition 1572b to the depth H4 of the second cooling water jacket 1572 is equal to 0.85. Through the above arrangement, the flow direction of the coolant in the second cooling water jacket 1572 is changed, the coolant is stratified, and the cooling effect of the cylinder block 1593 is improved.

As an implementation manner, a first waist-shaped hole 1572c and a second waist-shaped hole 1572d are formed on the water jacket partition 1572b. When the water jacket partition 1572b is disposed in the second cooling water jacket 1572, the first waist-shaped hole 1572c It is basically provided on the upper side of the second waist-shaped hole 1572d. The projection area of the first waist-shaped hole 1572c on the first projection plane 105 along the direction of the first straight line 103 is S5, and the projection area of the second waist-shaped hole 1572d on the first projection plane 105 along the direction of the first straight line 103 is S5. S6, the projected area of the water jacket partition 1572b on the first projection plane 105 along the direction of the first straight line 103 is S7. As an implementation manner, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S6 of the second waist-shaped hole 1572d is greater than or equal to 2.4 and less than or equal to 3.6. Further, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S6 of the second waist-shaped hole 1572d is greater than or equal to 2.7 and less than or equal to 3.3. More specifically, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S6 of the second waist-shaped hole 1572d is equal to 3. Through the above arrangement, the flow direction of the coolant in the second cooling water jacket 1572 is changed, so that the coolant is stratified, thereby improving the cooling effect of the cylinder block 1593.

As an implementation manner, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket partition 1572b is large. greater than or equal to 0.25 and less than or equal to 0.39. Further, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket partition 1572b is greater than or equal to 0.29 and less than or equal to 0.36. More specifically, the ratio of the projected area S5 of the first waist-shaped hole 1572c to the projected area S7 of the water jacket partition 1572b is equal to 0.32. Through the above arrangement, the flow direction of the coolant in the second cooling water jacket 1572 is changed, so that the coolant is stratified, thereby improving the cooling effect of the cylinder block 1593.

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

As shown in Figures 26 and 27, as an implementation manner, the crankshaft connecting rod mechanism 151 also includes a balance weight 1513 and a crankshaft signal plate 1514. Specifically, the balance mass 1513 is connected to the crankshaft 1511, and the rotation of the crankshaft 1511 drives the balance mass 1513 to rotate around the crankshaft 1511, thereby reducing the vibration generated during the operation of the engine 15. The crankshaft signal plate 1514 is connected to the crankshaft 1511 through the balance block 1513 so that the crankshaft signal plate 1514 rotates synchronously with the crankshaft 1511 , thereby reducing the space occupied by the crankshaft signal plate 1514 in the engine 15 .

As one implementation, the crankshaft signal plate 1514 is connected to the balance mass 1513 through fasteners. Specifically, the crankshaft signal plate 1514 is formed by stamping, thereby reducing the production cost of the crankshaft signal plate 1514. The crankshaft signal plate 1514 is substantially annular-shaped, and the crankshaft signal plate 1514 is formed around itself with first holes 1514a and second holes 1514b. Further, several connecting parts (not shown) are formed on the balance weight 1513 close to the crankshaft signal plate 1514. A second limiting portion 1513a is also formed on the balance weight 1513 close to the crankshaft signal plate 1514. The edge of the second limiting portion 1513a is basically arc-shaped, and the contour of the edge of the second limiting portion 1513a is consistent with the inside of the crankshaft signal plate 1514. The contour of the edge is substantially straight, so that the crankshaft signal disk 1514 contacts the second limiting portion 1513a, preventing the crankshaft signal disk 1514 from being displaced during rotation, thereby reducing the impact on the accuracy of signals collected by the crankshaft signal disk 1514. When the crankshaft signal plate 1514 is connected to the balance mass 1513, the axis of the first hole 1514a and the axis of the connecting portion substantially coincide, and the connecting portion is at least partially disposed in the first hole 1514a, and the crankshaft signal plate 1514 is arranged on the balance through a fastener. On block 1513.

As an implementation manner, by arranging a plurality of second holes 1514b on the crankshaft signal plate 1514, the weight of the crankshaft signal plate 1514 is reduced through the second holes 1514b, and the production cost of the crankshaft signal plate 1514 is reduced. On a projection plane 105 perpendicular to the axis direction of the crankshaft signal disk 1514, the projected area of the second hole 1514b on the projection plane 105 along its own axis direction is S8, and the projection area of the crankshaft signal disk 1514 on the projection plane 105 along its own axis direction is S8. The projected area is S9. As an implementation manner, the ratio of the projected area S8 of the second hole 1514b to the projected area S9 of the crankshaft signal disk 1514 is greater than or equal to 0.16 and less than or equal to 0.28. Further, the ratio between the projected area S8 of the second hole 1514b and the projected area S9 of the crankshaft signal disk 1514 is greater than or equal to 0.19 and less than or equal to 0.25. More specifically, the ratio of the projected area S8 of the second hole 1514b to the projected area S9 of the crank signal disk 1514 is equal to 0.22. Through the above arrangement, the weight of the crankshaft signal plate 1514 is reduced, thereby saving space for the overall layout of the engine 15 .

In addition, the projection area formed by the crankshaft signal disk 1514 on the projection plane 105 along its axis direction is S10. As an implementation manner, the ratio of the projected area S9 of the crankshaft signal disk 1514 to the projected area S10 formed around the crankshaft signal disk 1514 is greater than or equal to 0.25 and less than or equal to 0.41. Further, the ratio of S9 and S10 is greater than or equal to 0.29 and less than or equal to 0.37. More specifically, the ratio between S9 and S10 is equal to 0.33. Through the above arrangement, the weight of the crankshaft signal plate 1514 is reduced, thereby saving space for the overall layout of the engine 15 .

As an implementation manner, the crankshaft signal plate 1514 is formed with substantially continuous signal teeth around its periphery. The crankshaft signal disk 1514 is provided with at least 72 signal teeth, wherein the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 5°. Further, the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 4°. More specifically, the signal of a single signal tooth is greater than or equal to 0° and less than or equal to 3°. Through the above settings, the signal accuracy of the crankshaft signal disk when collecting the crankshaft rotation is improved, thereby improving the working accuracy of the ignition mechanism, increasing the working efficiency of the engine, and improving the economy of the all-terrain vehicle.

As an implementation manner, when the engine 15 is working, the rotation period of the crankshaft 1511 is detected through the crankshaft signal disk 1514 . That is, the engine 15 completes one cycle of work, exhaust, air intake, and compression, and the first controller 171 controls the ignition mechanism 154 to ignite, thereby realizing the next cycle of work, exhaust, air intake, and compression. Through the above settings, the ignition node of the engine 15 is controlled. It can be understood that by arranging at least 72 signal teeth on the crankshaft signal disk 1514, the accuracy of signal collection by the first controller 171 is improved, and Integrating the ring gear signal plate on the balance weight 1513 saves the overall layout space of the engine 15 .

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

As an implementation manner, the cylinder head 1592 is connected to the cylinder block 1593 through fasteners and sealants, and the connecting surface 107 is at least partially formed between the cylinder head 1592 and the cylinder block 1593 . The glue-containing groove 1598 can be disposed on one side of the connecting surface 107, and the glue-containing groove 1598 can also be disposed on the other side of the connecting surface 107, that is, the glue-containing groove 1598 is at least partially disposed on the cylinder head 1592, or the glue-containing groove 1598 is disposed on the cylinder head 1592. 1598 is at least partially disposed on the cylinder block 1593. The cylinder head 1592 and/or the cylinder block 1593 are provided with a first location for adding sealant. Further, the glue-containing groove 1598 is disposed close to the first position. When the cylinder head 1592 is connected to the cylinder block 1593, the first position substantially surrounds the cylinder head 1592 and the cylinder block 1593, and the glue-containing groove 1598 is disposed at the first position close to the engine 15 One side of the accommodation space. Through the above arrangement, when the cylinder head 1592 is connected to the cylinder block 1593, the sealant at the first position is squeezed, and the squeezed and overflowed sealant is gathered into the glue groove 1598, thereby improving the sealing performance of the engine 15 , while preventing the sealant from sliding into the engine 15 , reducing the risk of contamination to the engine 15 , and extending the service life of the engine 15 .

As an implementation manner, the cylinder block 1593 is connected to the crankcase 1594 through fasteners and sealant, and the connecting surface 107 is at least partially formed between the cylinder block 1593 and the crankcase 1594. The glue-containing groove 1598 can be disposed on one side of the connecting surface 107, and the glue-containing groove 1598 can also be disposed on the other side of the connecting surface 107, that is, the glue-containing groove 1598 is at least partially disposed on the cylinder body 1593, or the glue-containing groove 1598 can be disposed on one side of the connecting surface 107. 1598 is at least partially disposed on crankcase 1594. The cylinder block 1593 and/or the crankcase 1594 are provided with a first location for adding sealant. Further, the glue-containing groove 1598 is disposed close to the first position. When the cylinder block 1593 is connected to the crankcase 1594, the first position is disposed substantially around the cylinder block 1593 and the crankcase 1594. And the glue-containing tank 1598 is disposed at the first position on the side close to the accommodation space of the engine 15 .

As another implementation manner, the crankcase 1594 is also provided with a first bearing seat 1594d, a second bearing seat 1594e and a third bearing seat 1594f. The first position can also be provided at the first bearing seat 1594d and the second bearing seat 1594e. , and/or on the third bearing seat 1594f. More specifically, since the second bearing seat 1594e is disposed in the accommodation space of the engine 15, when the first position is disposed on the second bearing seat 1594e, the glue containing groove 1598 can be disposed at the first position on the second bearing seat 1594e. One side or both sides. At the same time, the glue-containing groove 1598 can also be provided on the same side or on the opposite side of the connection surface 107 between the cylinder block 1593 and the crankcase 1594. Specifically, since the second bearing seat 1594e is disposed in the accommodation space of the engine 15, when the cylinder block 1593 is connected to the crankcase 1594, the sealant at the first position on the second bearing seat 1594e will be squeezed toward the second bearing seat. If the sealant 1594e overflows on both sides, glue-containing grooves 1598 are provided on both sides of the first position on the second bearing seat 1594e, thereby preventing the overflowed sealant from sliding into the engine 15 and extending the service life of the engine 15.

As another implementation manner, the arrangement position of the glue-containing groove 1598 is not limited to one side or both sides of the first position on the second bearing seat 1594e, and can also satisfy various arrangements as shown in FIGS. 31 to 34 . As shown in Figure 31, when the cylinder block 1593 and the second bearing seat 1594e are connected, the glue receiving grooves 1598 are provided on both sides of the second bearing seat 1594e, and the glue receiving grooves 1598 provided on both sides of the second bearing seat 1594e collect the glue. The overflowing sealant prevents the sealant from sliding into the engine 15, reducing the risk of contamination of the engine 15 and extending the life of the engine 15. As shown in Figure 32, when the cylinder block 1593 and the second bearing seat 1594e are connected, a mating portion 1593c for connecting with the second bearing seat 1594e is formed on the cylinder block 1593, and glue grooves 1598 are provided on both sides of the mating portion 1593c. , the overflowing sealant is collected through the glue grooves 1598 provided on both sides of the second bearing seat 1594e to prevent the sealant from sliding into the engine 15 and reduce the risk of contamination of the engine 15. Increased engine life by 15. As shown in Figures 33 and 34, when the cylinder block 1593 and the second bearing seat 1594e are connected, the glue-containing groove 1598 is provided on the opposite side of the connection surface 107 formed between the cylinder block 1593 and the crankcase 1594. Glue-containing grooves 1598 on both sides of the second bearing seat 1594e collect overflowing sealant to prevent the sealant from sliding into the engine 15, reducing the risk of contamination of the engine 15 and extending the life of the engine 15.

As an implementation manner, the crankcase 1594 is coupled to the oil pan 1595 through fasteners and sealants, and the connecting surface 107 is at least partially formed between the crankcase 1594 and the oil pan 1595 . The glue-containing groove 1598 can be disposed on one side of the connecting surface 107, and the glue-containing groove 1598 can also be disposed on the other side of the connecting surface 107, that is, the glue-containing groove 1598 is at least partially disposed on the crankcase 1594, or the glue-containing groove 1598 can be disposed on one side of the connecting surface 107. 1598 is at least partially disposed on the oil pan 1595. A first location for adding sealant is provided on the crankcase 1594 and/or the oil pan 1595 . Further, the glue-containing groove 1598 is disposed close to the first position. When the crankcase 1594 is connected to the oil pan 1595, the first position is disposed substantially around the oil pan 1595 and the crankcase 1594. And the glue-containing groove 1598 is disposed at the first position on one side close to the accommodation space of the engine 15 .

It can be understood that the positional relationship between the glue-containing groove 1598 and the connecting surface 107 can be arranged in various forms, and is not limited to the arrangement illustrated above. At the same time, the setting relationship between the first position and the glue-containing groove 1598 is not limited to the above-mentioned setting positions, and can be adjusted according to the actual situation to meet the layout requirements of different engines 15 . Through the above settings, the sealant is prevented from overflowing, the risk of internal contamination of the engine 15 is reduced, and the service life of the engine 15 is extended.

As shown in FIG. 28 , as an implementation manner, the outer housing assembly 159 includes a first part 159 a constituting the outer wall of the engine 15 and a second part 159 b disposed in the accommodation space of the engine 15 . Wherein, the first part 159a may include the outer wall of the cylinder head cover 1591, the outer wall of the cylinder head 1592, the outer wall of the cylinder block 1593, the outer wall of the crankcase 1594 and the outer wall of the oil pan 1595. In a first preset direction perpendicular to the outer wall surface of the first portion 159a. Among them, since the first part 159a is the outer wall part of the irregular outer shell assembly, the first preset direction will change along the cutting angle direction of the first part 159a. The length D10 of the glue-containing groove 1598 extending along the first preset direction, the wall thickness of the first part 159a extending along the first preset direction is D11, and the ratio of the length D10 of the glue-containing groove 1598 to the wall thickness D11 of the first part 159a is greater than or equal to 0.2 and less than or equal to 0.3. Further, the ratio between the length D10 of the glue-containing groove 1598 and the wall thickness D11 of the first part 159a is greater than or equal to 0.23 and less than or equal to 0.28. More specifically, the ratio of the length D10 of the glue-containing groove 1598 to the wall thickness D11 of the first part 159a is equal to 0.25. Through the above settings, the sealant is prevented from overflowing, the risk of internal contamination of the engine 15 is reduced, and the service life of the engine 15 is extended.

When the glue-containing groove 1598 is disposed in the second part 159b, the glue-containing groove 1598 may be disposed on one side or both sides of the second part 159b. The second part 159b includes a first bearing seat 1594d, a second bearing seat 1594e and a third bearing seat 1594f, and the second part 159b is not limited to the first bearing seat 1594d and the second bearing seat 1594e described in this embodiment. and the third bearing seat 1594f. The second part also includes other components provided with glue-containing grooves 1598 in the accommodation space. In a second preset direction perpendicular to the inner wall of the second portion 159b. Among them, since the second part 159b is a component disposed in the accommodation space of the engine 15, the second preset direction will change along the cutting angle direction of the second part 1596. The length of the glue-containing groove 1598 extending along the second preset direction is D12, and the length of the second portion 159b extending along the second preset direction is D13. The ratio between the length D12 of the glue-containing groove 1598 and the length D13 of the second part 159b is greater than or equal to 0.2 and less than or equal to 0.42. Further, the ratio between the length D12 of the glue-containing groove 1598 and the length D13 of the second part 159b is greater than or equal to 0.22 and less than or equal to 0.38. More specifically, the ratio of the length D12 of the glue-containing groove 1598 to the length D13 of the second portion 159b is greater than or equal to 0.24 and less than or equal to 0.34. Through the above settings, the sealant is prevented from overflowing, the risk of internal contamination of the engine 15 is reduced, and the service life of the engine 15 is extended.

As shown in Figures 35 and 36, as an implementation manner, the end surface 1598a of the glue-containing groove 1598 is formed on the outer shell assembly 159. The end surface 1598a of the glue-containing groove 1598 can be set in one of the following shapes, or in multiple shapes below. combination. The shape of the end surface 1598a of the glue-containing groove 1598 can be set as: a plane, a curved surface, a right-angled surface or an irregular curved surface.

When the end surface 1598a of the glue containing groove 1598 is set as a plane, the angle formed between the end surface 1598a of the glue containing groove 1598 and the preset direction is γ. When the end surface 1598a of the glue-containing groove 1598 is configured as a curved surface, the curvature of the end surface 1598a is θ. The angle γ between the end surface 1598a of the glue-containing groove 1598 and the preset direction is greater than or equal to 0° and less than or equal to 90°; the arc θ of the end surface 1598a is greater than 0° and less than 180°. When the end surface 1598a of the glue-containing groove 1598 is configured as a curved surface, the curved surface may be recessed toward the first part 159a of the outer shell assembly 159, or may be recessed toward the engine 15 accommodation space. Through the above settings, the sealant is prevented from overflowing, the risk of internal contamination of the engine 15 is reduced, and the service life of the engine 15 is extended.

As shown in FIG. 37 , the engine 15 also includes a lubrication mechanism 158 that is at least partially disposed in the outer housing assembly 159 through a casting process. Through the lubrication mechanism 158, the lubricating oil in the oil storage space 1595a is delivered to various components of the engine 15 to achieve the lubrication effect of each component, avoid wear between the various components, and improve the service life of each component in the engine 15.

As an implementation manner, the crankshaft connecting rod mechanism 151 further includes a first bearing assembly 1515, and the first bearing assembly 1515 is at least partially disposed on the crankcase 1594. Specifically, the first bearing assembly 1515 is rotationally connected to the first bearing seat 1594d, the first bearing assembly 1515 is rotationally connected to the second bearing seat 1594e, and the first bearing assembly 1515 is rotationally connected to the third bearing seat 1594f. In addition, the balancing mechanism 156 includes a first bearing pad 1565, a second bearing pad 1566, and a third bearing pad 1567. Specifically, the balance mechanism 156 is rotatably connected to the first bearing seat 1594d through the first bearing bush 1565, the balance mechanism 156 is rotatably connected to the second bearing seat 1594e through the second bearing bush 1566, and the balance mechanism 156 is rotatably connected to the third bearing seat 1594 through the third bearing bush 1567. Bearing seat 1594f. More specifically, the first bearing bush 1565 is disposed at an end of the balancing mechanism 156 away from the generator 16 , the third bearing bush 1567 is disposed at the side of the balancing mechanism 156 close to the generator 16 , and the second bearing bush 1566 is disposed between the first bearing bush 1565 and the third bearing bush 1565 . between bearing shells 1567.

As an implementation manner, the lubrication mechanism 158 includes a first oil passage 1582 , a second oil passage 1583 and a third oil passage 1584 . Specifically, the first oil passage 1582 is at least partially provided on the crankcase 1594 through a casting process. The first oil passage 1582 is at least partially provided on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, through the cylinder The body 1593 and the crankcase 1594 form a closed first oil passage 1582. The second oil passage 1583 is at least partially provided on the crankcase 1594 through a casting process. The second oil passage 1583 is at least partially provided on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, it passes through the cylinder block 1593 and The crankcase 1594 forms a closed second oil passage 1583. The third oil passage 1584 is at least partially provided on the crankcase 1594 through a casting process. The third oil passage 1584 is at least partially provided on the cylinder block 1593 through a casting process. When the cylinder block 1593 is connected to the crankcase 1594, it passes through the cylinder block 1593 and The crankcase 1594 forms a closed third oil passage 1584. Further, one end of the first oil passage 1582 is connected to the first bearing assembly 1515, and the other end of the first oil passage 1582 is connected to the first bearing 1565. The first oil passage 1582 is at least partially provided on the first bearing seat 1594d, and passes through the first bearing seat 1594d. The oil passage 1582 delivers lubricating oil to the first bearing pad 1565 along the first bearing pad assembly 1515 . By providing a separate oil passage between the first bearing assembly 1515 and the first bearing 1565, the lubrication effect on the balancing mechanism 156 is improved. More specifically, a number of through holes for connecting the first oil passage 1582 are formed on the first bearing bush 1565. The through holes of the first bearing bush 1565 are provided on the side of the first bearing bush 1565 close to the cylinder block 1593. The hole is also provided on the side of the first bearing pad 1565 close to the crankcase 1594. The lubricating oil enters the first bearing bush 1565 from the through hole of the first bearing bush 1565 along the first oil passage 1582, thereby improving the lubrication effect on the balance mechanism 156, reducing the wear degree of the balance mechanism 156, and extending the service life of the engine 15.

As an implementation manner, one end of the second oil passage 1583 is connected to the first bearing assembly 1515, and the other end of the second oil passage 1583 is connected to the second bearing bush 1566. The second oil passage 1583 is at least partially provided on the second bearing seat 1594e. The lubricating oil is transported along the first bearing assembly 1515 to the second bearing 1566 through the second oil passage 1583 . By providing a separate oil passage between the first bearing assembly 1515 and the second bearing 1566, the lubrication effect on the balancing mechanism 156 is improved. Further, a number of through holes for connecting the second oil passage 1583 are formed on the second bearing bush 1566. The through holes of the second bearing bush 1566 are provided on the side of the second bearing bush 1566 close to the cylinder block 1593. The through holes of the second bearing bush 1566 are It is also provided on the side of the second bearing pad 1566 close to the crankcase 1594. The lubricating oil enters the second bearing bush 1566 from the through hole of the second bearing bush 1566 along the second oil passage 1583, thereby improving the lubrication effect on the balancing mechanism 156, reducing the wear degree of the balancing mechanism 156, and extending the service life of the engine 15.

As an implementation manner, one end of the third oil passage 1584 is connected to the first bearing assembly 1515, and the other end of the third oil passage 1584 is connected to the third bearing 1567. The third oil passage 1584 is at least partially provided on the third bearing seat 1594f. The lubricating oil is delivered to the third bearing pad 1567 along the first bearing pad assembly 1515 through the third oil passage 1584. By providing a separate oil passage between the first bearing assembly 1515 and the third bearing 1567, the lubrication effect on the balancing mechanism 156 is improved. A number of through holes for connecting the third oil passage 1584 are formed on the third bearing bush 1567. The through holes of the third bearing bush 1567 are arranged on the side of the third bearing bush 1567 close to the cylinder block 1593. The through holes of the third bearing bush 1567 are also arranged on The third bearing pad 1567 is close to the side of the crankcase 1594. The lubricating oil enters the third bearing bush 1567 from the through hole of the third bearing bush 1567 along the third oil passage 1584, thereby improving the lubrication effect on the balance mechanism 156, reducing the wear degree of the balance mechanism 156, and extending the service life of the engine 15.

As shown in FIGS. 38 and 39 , the crankcase 1594 is also provided with an oil baffle 1594g, and the oil baffle 1594g is disposed on the side of the crankcase 1594 close to the oil pan 1595. Further, the oil baffle 1594g and the crankcase 1594 are integrally formed, thereby reducing the number of oil baffles 1594g. production costs. As another implementation method, the oil baffle 1594g can also be connected to the crankcase 1594 through fasteners, thereby allowing the oil baffle 1594g to adapt to different engine 15 structures and improving the assembly flexibility of the oil baffle 1594g. Through the above arrangement, it is possible to prevent lubricating oil from flowing back from the oil pan 1595 to the crankcase 1594 when the all-terrain vehicle 100 is climbing a slope, or when the all-terrain vehicle 100 is driving on an uneven road surface, thereby preventing the oil storage space. The oil pressure in 1595a is insufficient to avoid the failure of oil pump 1581 to supply oil.

As an implementation manner, the side of the oil baffle 1594g close to the crankshaft connecting rod mechanism 151 is a curved surface, and the oil baffle 1594g divides the fifth accommodation space 1594a formed by the crankcase 1594 and the oil storage space 1595a formed by the oil pan 1595. . Further, an end of the oil baffle plate 1594g close to the fifth accommodation space 1594a is recessed toward the oil storage space 1595a. Through the above arrangement, it is avoided that the crankshaft connecting rod mechanism 151 and the oil baffle 1594g collide during the operation of the engine 15, thus damaging the components of the engine 15. A fifth oil return hole 1594h is also formed on the oil baffle 1594g. The fifth oil return hole 1594h is provided between the first bearing seat 1594d and the second bearing seat 1594e. The fifth oil return hole 1594h is also provided in the second bearing seat. 1594e and the third bearing seat 1594f. The fifth oil return hole 1594h is provided through the crankcase 1594, that is, the fifth accommodation space 1594a formed by the crankcase 1594 and the oil storage space 1595a are connected through the fifth oil return hole 1594h, and the fifth oil return hole 1594h will accumulate in the crankcase 1594. The lubricating oil inside flows back to the oil storage space 1595a. The shape of the fifth oil return hole 1594h can be set to any shape, and the fifth oil return hole 1594h can be set at any position of the oil baffle plate 1594g, and the details can be adjusted according to the actual situation. In the embodiment of the present application, the fifth oil return hole 1594h is basically set at the top of the arc surface of the oil baffle 1594g, where the top of the arc refers to the distance from the end surface of the oil baffle 1594g close to the fifth accommodation space 1594a to the crankshaft. The farthest distance of the linkage mechanism 151. Thereby, the oil return effect of the lubricating oil from the crankcase 1594 to the oil pan 1595 is improved.

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

In addition, the ratio between the projected area S13 of the fifth oil return hole 1594h and the projected area S14 of the oil baffle 1594g is greater than or equal to 0.08 and less than or equal to 0.2. Further, the ratio of the projected area S13 of the fifth oil return hole 1594h to the projected area S14 of the oil baffle 1594g is greater than or equal to 0.09 and less than or equal to 0.11. More specifically, the ratio of the projected area S13 of the fifth oil return hole 1594h to the projected area S14 of the oil baffle 1594g is equal to 0.1. Through the above settings, the isolation effect of the oil baffle 1594g is improved, preventing the lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, causing insufficient oil pressure in the oil pan 1595, and improving the oil supply capacity of the oil pump 1581.

In this embodiment, when the balance weight 1513 of the crankshaft connecting rod mechanism 151 rotates to the lowest position, the minimum distance between the balance weight 1513 and the oil baffle 1594g is L11. The lowest position refers to the position where the distance between the balance weight 1513 and the oil baffle 1594g is the smallest. As an implementation manner, the minimum distance L11 between the balance weight 1513 and the oil baffle 1594g is greater than or equal to 2 mm and less than or equal to 5 mm. Further, the minimum distance L11 between the balance weight 1513 and the oil baffle 1594g is equal to or greater than 2.7 mm and equal to or less than 4.5 mm. More specifically, the minimum distance L11 between the balance weight 1513 and the oil baffle 1594g is equal to or greater than 3 mm and equal to or less than 4 mm. Through the above settings, the overall volume of the engine 15 is reduced, and the isolation effect of the oil baffle 1594g is improved to prevent the lubricating oil in the oil pan 1595 from flowing back to the crankcase 1594, resulting in insufficient oil pressure in the oil pan 1595 and increasing the The oil supply capacity of oil pump 1581 is increased.

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

As an implementation manner, a fixed portion 1511a is formed on one end of the crankshaft 1511, and the fixed portion 1511a and the crankshaft 1511 are integrally formed. When the crankshaft 1511 rotates, the fixed part 1511a is driven to rotate. Further, a plurality of third connection holes 1511b are also formed on the fixing part 1511a. And a plurality of third connection holes 1511b are distributed around the axis of the fixing part 1511a. Specifically, the rotor 162 is formed with a first positioning member 1621, and the axis of the first positioning member 1621 substantially coincides with the axes of several annular magnetic members. More specifically, one end of the first positioning piece 1621 is in contact with the fixing part 1511a, and the rotor 162 is positioned through the first positioning piece 1621 and the fixing part 1511a. It can be understood that when the rotor 162 is connected to the positioning part, the axis of the first positioning member 1621 and the axis of the fixing part 1511a substantially coincide. In addition, the rotor 162 is cooperatively connected to the fixing part 1511a through fasteners and the third connection hole 1511b. Through the above arrangement, the engine 15 and the generator 16 are rigidly connected, thereby improving the stability when the rotor 162 is connected to the fixed part 1511a.

The stator 161 includes a generator casing 1611 and a metal coil (not shown). The metal coil is at least partially disposed within the generator casing 1611. When the generator casing 1611 is connected to the crankcase 1594, the metal coil is substantially disposed around the rotor 162. When the crankshaft 1511 drives the rotor 162 to rotate, the metal coil can cut the magnetic flux lines formed around the rotor 162 and generate current. A second positioning member 1594j is also formed on the crankcase 1594, and a positioning hole 1611a is formed on the generator housing 1611. When the stator 161 is connected to the crankcase 1594, the second positioning member 1594j is at least partially disposed in the positioning hole 1611a, and the stator 161 is fixedly connected to the crankcase 1594 through fasteners. It can be understood that when the generator housing 1611 is connected to the crankcase 1594, a closed working chamber can be formed in the generator housing 1611, and the rotor 162 can rotate in the working chamber, thereby realizing conversion between mechanical energy and electrical energy. Through the above arrangement, the production cost of the generator 16 is saved, and the weight of the engine 15 and the generator 16 is achieved.

When the generator 16 is operating, the peak power generated by the generator 16 is P. The width of the rotor 162 extending along its own axis is D14. As an implementation manner, the peak power P generated by the generator 16 is greater than or equal to 32 kw and less than or equal to 48 kw, and the width D14 of the rotor 162 is greater than or equal to 61 mm and less than or equal to 93 mm. Further, the peak power P generated by the generator 16 is equal to or greater than 36 kw and equal to or less than 44 kw, and the width D14 of the rotor 162 is equal to or greater than 69 mm and equal to or less than 85 mm. More specifically, the peak power P generated by the generator 16 is equal to 40 kw, and the width D14 of the rotor 162 is equal to 77 mm. By converting the mechanical energy of the operation of the engine 15 into electrical energy, the engine 15 can maintain appropriate operating power and reduce the energy consumption during the operation of the engine 15 .

As an implementation manner, the ratio of the peak power P generated by the generator 16 to the width D14 of the rotor 162 is greater than or equal to 0.41 mm/kw and less than or equal to 0.63 mm/kw. Further, the ratio between the peak power P generated by the generator 16 and the width D14 of the rotor 162 is greater than or equal to 0.46 mm/kw and less than or equal to 0.58 mm/kw. More specifically, the ratio of the peak power P generated by the generator 16 to the width D14 of the rotor 162 is equal to 0.52 mm/kw. Through the above arrangement, the length of the rotor 162 along its own axial direction is shortened, thereby achieving weight reduction of the rotor 162 . Moreover, the stator 161 and the engine 15 are connected to form a closed space, which reduces the production cost of the generator 16 and reduces the weight of the generator 16 at the same time. Thereby, the engine 15 can maintain appropriate operating power and reduce the energy consumption during the operation of the engine 15 .

Obviously, the accompanying drawings are only some examples or embodiments of the present application. For those of ordinary skill in the art, the present application can also be applied to other similar situations based on these drawings, but no creative effort is required. In addition, it can be understood that although the work done in this development process may be complex and lengthy, for those of ordinary skill in the art, certain designs and manufacturing based on the technical content disclosed in this application Or production and other changes are only routine technical means and should not be regarded as insufficient content disclosed in this application.

The above-mentioned embodiments only express several implementation modes of the present application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of patent protection. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all fall within the protection scope of the present application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

An all-terrain vehicle including:

frame;

A vehicle body panel, which is at least partially disposed on the vehicle frame;

a traveling assembly at least partially connected to the frame;

A driving motor, the driving motor is used to drive the walking assembly;

a power supply component electrically connected to the drive motor;

A power assembly, the power assembly is at least partially disposed on the frame and used to charge the power component, the power assembly includes an engine and a generator at least partially disposed on one side of the engine; The engine includes a crankshaft, a cylinder block, a first cooling water jacket and a water jacket baffle. The first cooling water jacket is at least partially disposed in the cylinder block, and the water jacket baffle is at least partially disposed in the first In the cooling water jacket, the generator includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms an accommodation space, and the rotor is arranged in the accommodation space;

The ratio of the length of the rotor in the direction parallel to the rotation centerline of the crankshaft and the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the water jacket partition is formed with a first A waist-shaped hole and a second waist-shaped hole; on a projection plane perpendicular to the preset direction, the projected area of the first waist-shaped hole on the projection plane along the preset direction is the same as that of the second waist-shaped hole. The ratio of the projection area of the waist-shaped hole along the preset direction on the projection plane is greater than or equal to 2.4 and less than or equal to 3.6.
The all-terrain vehicle according to claim 1, wherein,

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

One end of the crankshaft is provided with a fixed portion, the fixed portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixed portion.
The all-terrain vehicle according to claim 3, wherein,

The rotor is provided with a first positioning member extending along the axial direction of the rotor. The first positioning member is used for positioning between the rotor and the fixed part; the fixed part includes a connecting hole, and the rotor Fittingly connected to the fixed part through the connecting holes and fasteners.
The all-terrain vehicle according to claim 1, wherein,

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

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

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

The stator is provided with a positioning hole that cooperates with the second positioning member. When the stator is connected to the engine, the second positioning member is disposed in the positioning hole.
The all-terrain vehicle according to claim 1, wherein,

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

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

The length of the first waist-shaped hole extending along the axial direction of the cylinder hole is L1, the length of the second waist-shaped hole extending along the axial direction of the cylinder hole is L2, and the length of the first waist-shaped hole is L2. The ratio of the length L1 to the length L2 of the second waist-shaped hole is greater than or equal to 2.4 and less than or equal to 3.6.
The all-terrain vehicle according to claim 9, wherein,

The water jacket partition plate extends substantially along the axial direction of the cylinder bore.
The all-terrain vehicle according to claim 1, wherein,

The projected area of the water jacket partition on the projection plane along the preset direction is S3, and the ratio of the projected area S1 of the first waist-shaped hole to the projected area S3 of the water jacket partition is greater than or equal to 0.25 and less than or equal to 0.39.
The all-terrain vehicle according to claim 1, wherein,

The first cooling water jacket is formed with a fixed groove, and the water jacket partition is at least partially disposed in the fixed groove.
The all-terrain vehicle according to claim 1, wherein,

The engine includes an air intake passage and a fuel injection assembly; the air intake passage is formed with a first fuel injection hole and a second fuel injection hole, and the fuel injection assembly is at least partially disposed in the first fuel injection hole, so The oil injection assembly is also at least partially disposed in the second oil injection hole.
The all-terrain vehicle according to claim 15, wherein,

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

The air intake passage includes a first air inlet passage, and the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism. The first fuel injection mechanism is arranged on the third fuel injection hole through the first fuel injection hole. In an air intake passage, the second fuel injection mechanism is disposed in the first air intake passage through the second fuel injection hole.
The all-terrain vehicle of claim 17, wherein:

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

The second channel is formed with a first air inlet at one end close to the combustion chamber, and the third channel is formed with a second air inlet at one end close to the combustion chamber. The first air inlet and the second air inlet are formed at one end close to the combustion chamber. The center distance of the air inlet is a second distance D2, and the first distance D1 and the second distance D2 are substantially the same.
The all-terrain vehicle of claim 19, wherein:

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

The engine also includes a cylinder bore for withstanding high-temperature and high-pressure gas, and the bore diameter of the cylinder bore is D4; the ratio of the equivalent bore diameter D3 of the first air inlet to the bore diameter D4 of the cylinder bore is greater than or equal to 0.33 and Less than or equal to 0.47.
The all-terrain vehicle according to claim 1, wherein,

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

The first cooling water jacket includes a first channel and a second channel, the first channel and the second channel are connected; the first channel surrounds the first exhaust mechanism and the second exhaust mechanism set up.
The all-terrain vehicle of claim 23, wherein:

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

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

The water inlet is provided at the edge of the first cooling water jacket, and the water inlet is provided around the first cooling water jacket.
The all-terrain vehicle according to claim 1, wherein,

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

The second cooling water jacket includes a first channel and a second channel, the first channel and the second channel are connected; the first channel surrounds the first exhaust mechanism and the second exhaust mechanism set up,

The second passage is provided between the first exhaust mechanism and the second exhaust mechanism.
The all-terrain vehicle of claim 28, wherein:

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

The water inlet is provided at the edge of the second cooling water jacket, and the water inlet is provided around the second cooling water jacket.
An all-terrain vehicle including:

frame;

A vehicle body panel, which is at least partially disposed on the vehicle frame;

a traveling assembly at least partially connected to the frame;

A drive motor used to drive the walking assembly;

a power supply component electrically connected to the drive motor;

A power assembly, the power assembly is at least partially disposed on the frame and used to charge the power component, the power assembly includes an engine and a generator at least partially disposed on one side of the engine; The engine includes a crankshaft, an air intake passage and a fuel injection assembly. The generator includes a stator and a rotor connected to the crankshaft. The stator is connected to the engine and forms an accommodation space. The rotor is disposed on the within the accommodation space;

The ratio of the length of the rotor in a direction parallel to the rotation centerline of the crankshaft to the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the air inlet passage is formed with a first nozzle An oil hole and a second oil injection hole, the oil injection assembly is at least partially disposed in the first oil injection hole, and the oil injection assembly is also at least partially disposed in the second oil injection hole.
The all-terrain vehicle of claim 31, wherein:

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

One end of the crankshaft is provided with a fixed portion, the fixed portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixed portion.
The all-terrain vehicle of claim 33, wherein:

The rotor is provided with a first positioning member extending along the axial direction of the rotor. The first positioning member is used for positioning between the rotor and the fixed part; the fixed part includes a connecting hole, and the rotor Fittingly connected to the fixed part through the connecting holes and fasteners.
The all-terrain vehicle of claim 31, wherein:

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

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

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

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

The air intake passage includes a first air inlet passage, and the fuel injection assembly includes a first fuel injection mechanism and a second fuel injection mechanism. The first fuel injection mechanism is arranged on the third fuel injection hole through the first fuel injection hole. In an air intake passage, the second fuel injection mechanism is disposed in the first air intake passage through the second fuel injection hole.
The all-terrain vehicle of claim 39, wherein:

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

The second channel is formed with a first air inlet at one end close to the combustion chamber, and the third channel is formed with a second air inlet at one end close to the combustion chamber. The first air inlet and the second air inlet are formed at one end close to the combustion chamber. The center distance of the air inlet is a second distance D2, and the first distance D1 and the second distance D2 are substantially the same.
The all-terrain vehicle of claim 41, wherein:

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

The engine also includes a cylinder bore for withstanding high-temperature and high-pressure gas, and the bore diameter of the cylinder bore is D4; the ratio of the equivalent bore diameter D3 of the first air inlet to the bore diameter D4 of the cylinder bore is greater than or equal to 0.33 and Less than or equal to 0.47.
The all-terrain vehicle of claim 31, wherein:

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

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

The oil return hole is provided with reinforcing ribs for strengthening the structural strength of the mounting hole. The engine further includes a crankshaft, and the reinforcing ribs are arranged in a direction perpendicular to the rotation center line of the crankshaft.
The all-terrain vehicle of claim 46, wherein:

The width D1 of the reinforcing ribs distributed along the direction of the rotation center line of the crankshaft is greater than or equal to 3.2 mm and less than or equal to 4.8 mm.
The all-terrain vehicle according to claim 31, wherein the engine includes an ignition mechanism and an ignition channel, the ignition mechanism includes a first seal, the first seal is umbrella-shaped; the ignition mechanism is at least partially configured In the ignition channel, the ignition channel has a fitting portion extending along its axis direction, and the first sealing member is in contact with the fitting portion.
The all-terrain vehicle of claim 48, wherein:

The edge compression amount R1 caused by the contact between the first sealing member and the mating portion is greater than or equal to 0.4 mm and less than or equal to 0.6 mm.
An all-terrain vehicle including:

frame;

A vehicle body panel, which is at least partially disposed on the vehicle frame;

a traveling assembly at least partially connected to the frame;

A drive motor used to drive the walking assembly;

a power supply component electrically connected to the drive motor;

A power assembly, the power assembly is at least partially disposed on the frame and used to charge the power component, the power assembly includes an engine and a generator at least partially disposed on one side of the engine; The engine includes a crankshaft and a cylinder head cover, and the generator includes It includes a stator and a rotor connected to the crankshaft, the stator is connected to the engine and forms an accommodation space, and the rotor is arranged in the accommodation space;

The ratio of the length of the rotor in the direction parallel to the rotation centerline of the crankshaft and the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw; the cylinder head cover is provided with a first A separation mechanism and a second separation mechanism. The lubricating oil in the cylinder head cover passes through the first separation mechanism and then passes through the second separation mechanism for separation; the first separation mechanism is used to separate all the oil in the first volume. For the lubricating oil, the second separation mechanism is used to separate a second volume of the lubricating oil, wherein the first volume of the lubricating oil is greater than the second volume of the lubricating oil.
The all-terrain vehicle of claim 50, wherein:

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

One end of the crankshaft is provided with a fixed portion, the fixed portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixed portion.
The all-terrain vehicle of claim 52, wherein:

The rotor is provided with a first positioning member extending along the axial direction of the rotor. The first positioning member is used for positioning between the rotor and the fixed part; the fixed part includes a connecting hole, and the rotor Fittingly connected to the fixed part through the connecting holes and fasteners.
The all-terrain vehicle of claim 50, wherein:

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

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

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

The stator is provided with a positioning hole that cooperates with the second positioning member. When the stator is connected to the engine, the second positioning member is disposed in the positioning hole.
The all-terrain vehicle of claim 50, wherein:

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

The first baffles are basically fishbone-shaped and bifurcated, and guide channels are formed between the first baffles.
The all-terrain vehicle of claim 59, wherein:

A first oil return hole is provided on the cylinder head cover. After the lubricating oil passes through the guide channel, the lubricating oil hits the second baffle and flows into the first oil return hole.
The all-terrain vehicle of claim 58, wherein:

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

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

The length of the oil return gap between the second baffle and the third baffle is greater than or equal to 3.2 mm and less than or equal to 6 mm.
The all-terrain vehicle of claim 58, wherein:

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

The second oil return hole is also provided with a seal to prevent the lubricating oil from flowing back.
The all-terrain vehicle of claim 58, wherein:

The first baffle and the cylinder head cover are integrally formed, and the third baffle and the cylinder head cover are integrally formed.
The all-terrain vehicle of claim 50, wherein:

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

A first groove for receiving the seal is formed on the intake manifold.
The all-terrain vehicle of claim 68, wherein

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

A second limiting protrusion is provided on the sealing member, and the second limiting protrusion is in contact with the first groove.
The all-terrain vehicle of claim 68, wherein

A second groove for accommodating the limiting portion is also formed on the intake manifold, and the second groove communicates with the first groove.
The all-terrain vehicle of claim 67, wherein

The length L of the limiting portion extending to the outside of the cylinder head is greater than or equal to 4 mm and less than or equal to 12 mm.
The all-terrain vehicle of claim 50, wherein:

The engine includes an outer casing assembly and a glue-containing tank for collecting sealant. The outer casing assembly is connected through fasteners and sealant. The outer casing assembly includes a first part and a configuration that constitute the outer wall of the engine. In the second part of the engine, the length of the glue-containing groove extending along the first preset direction is D1, and the wall thickness of the first part extending along the first preset direction is D2; The ratio of the length D1 of the groove to the wall thickness D2 of the first part is greater than or equal to 0.2 and less than or equal to 0.3.
The all-terrain vehicle of claim 73, wherein

The ratio of the length D1 of the glue-containing groove to the wall thickness D2 of the first part is greater than or equal to 0.22 and less than or equal to 0.28.
The all-terrain vehicle of claim 73, wherein

The ratio of the length D3 of the glue-containing groove extending along the second preset direction to the length D4 of the second portion extending along the second preset direction is greater than or equal to 0.2 and less than or equal to 0.42.
A powertrain including,

an engine including a crankshaft;

a generator, which is at least partially disposed on one side of the engine;

The generator includes a stator and a rotor connected to the crankshaft. The stator is connected to the engine and formed with an accommodation space. The rotor is arranged in the accommodation space; the rotor is arranged along an axis parallel to the crankshaft. The ratio between the length in the direction of the rotation center line and the peak power of the generator is greater than or equal to 0.41mm/kw and less than or equal to 0.63mm/kw.
The powertrain of claim 76, wherein:

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

One end of the crankshaft is provided with a fixed portion, the fixed portion and the crankshaft are integrally formed, and the rotor is connected to the crankshaft through the fixed portion.
The powertrain of claim 78, wherein:

The rotor is provided with a first positioning member extending along the axial direction of the rotor. The first positioning member is used for positioning between the rotor and the fixed part; the fixed part includes a connecting hole, and the rotor Fittingly connected to the fixed part through the connecting holes and fasteners.
The powertrain of claim 76, wherein:

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

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

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

The stator is provided with a positioning hole that cooperates with the second positioning member. When the stator is connected to the engine, the second positioning member is disposed in the positioning hole.
The powertrain of claim 76, wherein:

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

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

The breather pipe communicates with the intake manifold through the air inlet.
The powertrain of claim 86, wherein:

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

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

The air delivery passage communicates with the intake manifold through the air inlet.
The powertrain of claim 89, wherein:

An air inlet is formed on the connecting pipe, one end of the air transmission channel is connected to the exhaust port, and the other end of the air transmission channel is connected to the air inlet.
The powertrain of claim 76, wherein the engine includes a crankcase and a lubrication mechanism, the lubrication mechanism is at least partially disposed on the crankcase; the engine further includes a balancing mechanism and a crankshaft connecting rod mechanism, The balancing mechanism includes a first bearing bush, a second bearing bush and a third bearing bush; the crankshaft connecting rod mechanism includes a first bearing bush assembly, and the lubrication mechanism includes a first oil passage, a second oil passage and a third oil passage, so The first oil passage communicates with the first bearing pad assembly and the first bearing pad, the second oil passage communicates with the first bearing pad assembly and the second bearing pad, and the third oil passage communicates with the first bearing pad. Bearing assembly and said third bearing.
The powertrain of claim 92, wherein:

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

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

The through hole of the first bearing bush is arranged on the side of the first bearing bush close to the cylinder block, and the through hole of the first bearing bush is also arranged on the first shaft. The pad is close to the side of the crankcase; the structure of the second bearing pad is consistent with the structure of the first bearing pad, and the structure of the third bearing pad is consistent with the structure of the first bearing pad.
The powertrain of claim 92, wherein:

The crankcase is formed with a first bearing seat, a second bearing seat and a third bearing seat for supporting the balancing mechanism; the second bearing seat is at least partially disposed on the first bearing seat and the second bearing between seats;

The first oil passage is at least partially provided on the first bearing seat, the second oil passage is at least partially provided on the second bearing seat, and the third oil passage is at least partially provided on the third bearing seat. on the bearing seat.
The powertrain of claim 76, wherein:

The engine includes an ignition mechanism, a crankcase and an oil pan connected to the crankcase. The crankcase includes an oil baffle, and the oil baffle and the crankcase are integrally formed; the oil baffle is formed There is an oil return hole, and on a projection plane perpendicular to the axis direction of the ignition mechanism, the projection area of the oil return hole on the projection plane along the axis direction of the ignition mechanism is the first projection area S1, The projected area of the oil baffle on the projection plane along the axis direction of the ignition mechanism is the second projected area S2, and the ratio of the first projected area to the second projected area is greater than or equal to 0.08 and less than or equal to 0.2.
The powertrain of claim 97, wherein:

The ratio of the first projected area to the second projected area is greater than or equal to 0.09 and less than or equal to 0.11.
The powertrain of claim 97, wherein:

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

The oil return hole communicates with the first accommodation space and the second accommodation space.
The powertrain of claim 97, wherein:

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

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

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

The crankcase is formed with a first bearing seat, a second bearing seat and a third bearing seat, and the second bearing seat is arranged between the first bearing seat and the third bearing seat; the oil return hole The oil return hole is at least partially disposed between the first bearing seat and the second bearing seat, and the oil return hole is also at least partially disposed between the second bearing seat and the third bearing seat.
The powertrain of claim 76, wherein the engine further includes a water pump, the water pump is formed with an accommodation space; the water pump includes a first vent hole and an accommodation groove, and one end of the first vent hole is connected to In the accommodating space, the other end of the first vent hole passes through the water pump and is connected to the outside world; the accommodating tank is connected to the accommodating space, and the volume of the accommodating tank is greater than or equal to 3 ml and less than or equal to 10 ml.
The powertrain of claim 105, wherein:

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

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

A fixed groove is provided at one end of the balancing mechanism connected to the water pump shaft, and a connecting piece is provided at one end of the water pump shaft connected to the balancing mechanism, and the connecting piece is at least partially disposed in the fixed groove.
The powertrain of claim 76, wherein the engine further includes a balance mass and a crankshaft signal plate, the balance mass is disposed on the crankshaft, the crankshaft signal plate is connected to the crankshaft signal plate through the balance mass. Crankshaft; a connecting portion for connecting the crankshaft signal plate is formed on the balance mass, and the crankshaft signal plate is connected to the balance mass through fasteners and the connecting portion.
The powertrain of claim 109, wherein

The crankshaft signal plate includes a first hole, and when the crankshaft signal plate is connected to the balance weight, the axis of the first hole and the axis of the connecting portion substantially coincide; the crankshaft signal plate also includes a second hole, the second hole being disposed around the crankshaft signal disk.
The powertrain of claim 110, wherein

On a projection plane perpendicular to the axis direction of the crankshaft signal plate, the projected area of the second hole on the projection plane along the axis direction of the crankshaft signal plate is S1, and the crankshaft signal plate is along the axis direction of itself. The projected area on the projection plane is S2, and the ratio of the projected area S1 of the second hole to the projected area S2 of the crankshaft signal disk is greater than or equal to 0.16 and less than or equal to 0.28.
The powertrain of claim 111, wherein

The projection area formed by the crankshaft signal plate around the projection plane along its axis direction is S3. The ratio of the projected area S2 of the crankshaft signal plate and the projected area S3 formed by the crankshaft signal plate is greater than or equal to 0.25 and less than equal to 0.41.