CN217841768U - All-terrain vehicle - Google Patents
All-terrain vehicle Download PDFInfo
- Publication number
- CN217841768U CN217841768U CN202221993349.6U CN202221993349U CN217841768U CN 217841768 U CN217841768 U CN 217841768U CN 202221993349 U CN202221993349 U CN 202221993349U CN 217841768 U CN217841768 U CN 217841768U
- Authority
- CN
- China
- Prior art keywords
- oil
- bearing bush
- bearing
- assembly
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
The utility model discloses an all-terrain vehicle, include: a frame; a vehicle body cover; a walking assembly; a power assembly including an engine and a generator; the engine comprises a crankcase, a lubricating mechanism, a balancing mechanism and a crankshaft connecting rod mechanism, wherein the balancing mechanism comprises a first bearing bush, a second bearing bush and a third bearing bush; the crankshaft connecting rod mechanism comprises a first bearing bush assembly, the lubricating mechanism comprises a first oil way, a second oil way and a third oil way, the first oil way is communicated with the first bearing bush assembly and the first bearing bush, the second oil way is communicated with the first bearing bush assembly and the second bearing bush, and the third oil way is communicated with the first bearing bush assembly and the third bearing bush. Through the setting, the lubricating effect of the balance mechanism is improved, the abrasion of the balance mechanism is reduced, and the service life of the engine is prolonged. Meanwhile, the first oil duct, the second oil duct and the third oil duct are formed through a die, so that the production cost of the all-terrain vehicle engine is reduced.
Description
Technical Field
The utility model relates to a vehicle field especially indicates an all-terrain vehicle.
Background
The all-terrain vehicle is also called an all-terrain four-wheel cross-country locomotive, and has simple and practical vehicle and good cross-country performance. The conventional all-terrain vehicle has insufficient lubrication of the balance mechanism in the engine, resulting in a high degree of wear of the balance mechanism portion. When the main oil duct is separately provided with the oil duct for lubricating the balance mechanism, the oil duct has higher processing cost and more complex processing mode, and is not beneficial to the arrangement of parts in the engine.
SUMMERY OF THE UTILITY MODEL
In order to solve the defects of the prior art, the utility model aims to provide an all-terrain vehicle capable of improving the lubricating effect of an engine.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
an all-terrain vehicle comprising a frame; the vehicle body covering part is at least partially arranged on the vehicle frame; the walking assembly is used for supporting the all-terrain vehicle; the power assembly is at least partially arranged on the frame and comprises an engine and a generator; the engine comprises a crankcase and a lubricating mechanism, wherein the lubricating mechanism is at least partially arranged on the crankcase; the engine also comprises a balance mechanism and a crankshaft connecting rod mechanism, wherein the balance mechanism comprises a first bearing bush, a second bearing bush and a third bearing bush; the crankshaft connecting rod mechanism comprises a first bearing bush assembly, the lubricating mechanism comprises a first oil way, a second oil way and a third oil way, the first oil way is communicated with the first bearing bush assembly and the first bearing bush, the second oil way is communicated with the first bearing bush assembly and the second bearing bush, and the third oil way is communicated with the first bearing bush assembly and the third bearing bush.
Furthermore, a through hole is formed in the first bearing bush, and lubricating oil in the first oil path flows into the first bearing bush through the through hole of the first bearing bush.
Furthermore, a through hole is formed in the second bearing bush, and lubricating oil in the second oil path flows into the second bearing bush through the through hole of the second bearing bush.
Furthermore, a through hole is formed in the third bearing bush, and the lubricating oil in the third oil path flows into the third bearing bush through the through hole of the third bearing bush.
The engine further comprises a cylinder body, wherein the through hole of the first bearing bush is formed in one side, close to the cylinder body, of the first bearing bush, and the through hole of the first bearing bush is formed in one side, close to the crankcase, of the first bearing bush; the structure of the second bearing bush is consistent with that of the first bearing bush, and the structure of the third bearing bush is consistent with that of the first bearing bush.
Further, the crankcase is formed with a first bearing housing, a second bearing housing, and a third bearing housing for supporting the balance mechanism; the second bearing seat is at least partially disposed between the first bearing seat and the second bearing seat.
Further, the first oil passage is at least partially disposed on the first bearing housing, the second oil passage is at least partially disposed on the second bearing housing, and the third oil passage is at least partially disposed on the third bearing housing.
Further, the first oil passage is at least partially disposed on the cylinder block, the second oil passage is at least partially disposed on the cylinder block, and the third oil passage is at least partially disposed on the cylinder block.
Further, the first bearing bush is arranged at one end of the balance mechanism, and the first bearing bush is arranged close to the generator; the third bearing bush is arranged at the other end of the balance mechanism, and the second bearing bush is arranged between the first bearing bush and the third bearing bush.
Further, the first oil passage is at least partially disposed around the first bearing pad, the second oil passage is at least partially disposed around the second bearing pad, and the third oil passage is at least partially disposed around the third bearing pad.
The lubricating effect of the balance mechanism is improved by arranging the three independent oil passages between the crankshaft connecting rod mechanism and the balance mechanism, so that the service life of the engine is prolonged, and the production cost of the engine is reduced by a simple processing technology.
Drawings
Fig. 1 is a schematic view of the entire structure of an all-terrain vehicle in the embodiment of the application.
Fig. 2 is a partial structural schematic view of an all-terrain vehicle in an embodiment of the present application.
FIG. 3 is a schematic view of a power assembly in an embodiment of the present application.
Fig. 4 is an exploded view of a power assembly in an embodiment of the present application.
FIG. 5 is a cross-sectional view of a power assembly in an embodiment of the present application.
FIG. 6 is a schematic view of a cylinder head in an embodiment of the present application.
Fig. 7 is an enlarged view of fig. 6 at a in the present embodiment.
Fig. 8 is a sectional view of a cylinder head in an embodiment of the present application.
Fig. 9 is a schematic view of an oil return groove in the embodiment of the present application.
Fig. 10 is a schematic view showing the connection between the balance mechanism and the crankcase in the embodiment of the present application.
Fig. 11 is a schematic view of a lubrication system in an embodiment of the present application.
Fig. 12 is a schematic view of a crankcase in an embodiment of the application.
Fig. 13 is a sectional view of an oil deflector in an embodiment of the present application.
Detailed Description
In order to make the technical solution of the present invention better understood, the technical solution of the present invention in the specific embodiment will be clearly and completely described below with reference to the attached drawings in the embodiment of the present invention.
As shown in fig. 1-3, an all-terrain vehicle 100 includes a frame 11, a body panel 12, a running assembly 13, a transmission assembly 14, an engine 15, and a generator 16. The frame 11 is provided as a metal frame for supporting the body cover 12, the engine 15, the generator 16, and the transmission assembly 14. A body cover 12 is at least partially disposed over the frame 11 for protecting the atv 100. Engine 15 and generator 16 together form the power assembly of atv 100, which transmits power to walking assembly 13 via transmission assembly 14, thereby moving walking assembly 13. The power assembly is disposed at least partially on frame 11 to provide a source of power for atv 100. For clearly explaining the technical scheme of the application, the front side, the rear side, the left side, the right side, the upper side and the lower side shown in fig. 1 are also defined.
As shown in fig. 2, as one implementation, the all-terrain vehicle 100 includes a first accommodation space 101 and a second accommodation space 102 distributed in the front-rear direction, wherein the first accommodation space 101 is disposed at the front side of the second accommodation space 102. Further, the first accommodation space 101 is provided as a cab for the rider to ride the atv 100, and the second accommodation space 102 is provided for the power assembly.
As shown in fig. 2, atv 100 further comprises a controller assembly 17, controller assembly 17 being arranged in second accommodation space 102 for controlling atv 100. The controller assembly 17 includes a first controller 171 and a second controller (not shown in the figure). The first controller 171 is used to control the power components of the atv 100, and to control the output of power from the generator 16, the starting or stopping of the engine 15, and the energy conversion between the engine 15 and the generator 16 through the first controller 171. The second controller is used for controlling the electronic components of the all-terrain vehicle 100, wherein the electronic components refer to functional components such as a temperature control module, a lighting module and an instrument display module which are arranged in the all-terrain vehicle 100. Specifically, the second controller is at least partially arranged on the upper side of the oil storage assembly.
As shown in fig. 3 and 4, as one implementation, the engine 15 includes a crankshaft linkage 151 and an outer housing assembly 159, the outer housing assembly 159 including a cylinder head 1592 and a crankcase 1594, and the crankshaft linkage 151 including a crankshaft 1511 disposed on the crankcase 1594. When the power module is disposed on one side of the transmission module 14, the direction of the rotation center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission module 14, and the generator 16 is disposed at least partially on the rear side of the engine 15. The first controller 171 is disposed in the second accommodation space 102, the first controller 171 is at least partially disposed on an upper side of the generator 16, and the first controller 171 is disposed near the cylinder head 1592. It is to be understood that the generator 16 may be disposed at least partially on the front side of the engine 15 when the rotation center line direction of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 can be balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is facilitated to be improved, and the driving texture is improved.
As another implementation, when the power assembly is disposed on one side of the transmission assembly 14, the direction of the rotation center line of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14, and the generator 16 is disposed at least partially on the rear side of the engine 15. The first controller 171 is disposed in the second receiving space 102, and the first controller 171 is at least partially disposed at an upper side of the second controller. It is to be understood that the generator 16 may be disposed at least partially on the front side of the engine 15 when the rotation center line direction of the crankshaft 1511 is substantially parallel to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 can be balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the operation and control of the all-terrain vehicle 100 are facilitated to be improved, the driving texture is improved, the high-voltage wire harnesses are favorably arranged in a concentrated mode, and the crossing of the high-voltage wire harnesses and the low-voltage wire harnesses is avoided.
As another implementation, when the power assembly is disposed on one side of the transmission assembly 14, the direction of the rotational center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14, the rotational center line of the crankshaft 1511 extends substantially in the left-right direction of the all-terrain vehicle 100, and the generator 16 is disposed at least partially on the left side of the engine 15. The first controller 171 is disposed in the second accommodation space 102, and the first controller 171 is at least partially disposed on an upper side of the generator 16, and is disposed near the cylinder head 1592. It is to be understood that the generator 16 may be disposed at least partially on the right side of the engine 15 when the direction of the rotational center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, the mass center of the all-terrain vehicle 100 moves forwards, the control of the all-terrain vehicle 100 is favorably improved, and the driving texture is improved.
As another implementation, when the power assembly is disposed on one side of the drive shaft, the direction of the rotational centerline of the crankshaft 1511 is substantially perpendicular to the axial direction of the drive assembly 14, the rotational centerline of the crankshaft 1511 extends substantially in the left-right direction of the atv 100, and the generator 16 is at least partially disposed on the left side of the engine 15. The first controller 171 is disposed in the second receiving space 102, and the first controller 171 is at least partially disposed at an upper side of the second controller. It is to be understood that the generator 16 may be disposed at least partially on the right side of the engine 15 when the direction of the rotational center line of the crankshaft 1511 is substantially perpendicular to the axial direction of the transmission assembly 14. Through the arrangement, the weight distribution of the all-terrain vehicle 100 is balanced, so that the mass center of the all-terrain vehicle 100 moves forwards, the operation and control of the all-terrain vehicle 100 are facilitated to be improved, the driving texture is improved, the high-voltage wire harnesses are favorably arranged in a concentrated mode, and the crossing of the high-voltage wire harnesses and the low-voltage wire harnesses is avoided.
As shown in fig. 3 and 4, in particular, the outer housing assembly 159 also includes a head cover 1591, a cylinder head 1592, a cylinder block 1593, a crankcase 1594, and an oil pan 1595. A cylinder head cover 1591 is attached to one end of the cylinder head 1592 for sealing the cylinder head 1592 against leakage of the lubricant oil from the cylinder head 1592. The end of the cylinder head 1592 remote from the head cover 1591 is attached to the cylinder block 1593, and the cylinder head 1592 and the cylinder block 1593 form a substantially sealed space for sealing the gas and forming a space for combustion of the combustible mixture to withstand the high temperature and pressure gases generated during operation of the engine 15. The end of the cylinder block 1593 remote from the cylinder head 1592 is attached to a crankcase 1594, and the cylinder block 1593 and crankcase 1594 are the basic structure of the engine 15 engine. The oil pan 1595 is used to seal the crankcase 1594, and the oil pan 1595 and the crankcase 1594 are connected to form an oil reservoir 1595a for collecting and storing the lubricating oil free inside the engine 15. The generator 16 is disposed on one side of the crankcase 1594, and the generator 16 is driven by the engine 15 to operate, thereby achieving the effect of converting mechanical energy into electrical energy.
In one implementation, the outer housing assembly 159 has suspension points (not shown) formed thereon. The power assembly is connected to the frame 11 by a suspension point and fastener fit. Specifically, the suspension point may be disposed on a side of the outer housing assembly 159 near the generator 16, and the suspension point may also be disposed on a side of the outer housing assembly 159 away from the generator 16. Further, the suspension point may also be set as a reserved connection location on the outer shell assembly 159, thereby satisfying the extended application of different platforms. Through the arrangement, the power assembly can be expanded on different vehicle types of the all-terrain vehicle 100, and the flexibility of power assembly is improved.
As shown in fig. 4 and 5, the engine 15 further 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 balance mechanism 156, a cooling system 157, and a lubrication mechanism 158. The outer housing assembly 159 is formed with a housing space in which 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 lubricating mechanism 158, the balancing mechanism 156, and the cooling system 157 are at least partially disposed. In addition, the accommodating spaces include a third accommodating space 1592a, a fourth accommodating space 1593a, and a fifth accommodating space 1594a.
As one implementation, the cylinder head 1592 is formed with a third accommodation space 1592a, and the cam mechanism 152, the intake and exhaust mechanisms 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 third accommodation space 1592 a. The cylinder block 1593 is formed with a fourth accommodation space 1593a, and the piston mechanism, the lubricating mechanism 158, the timing system 155, and the cooling system 157 are at least partially disposed in the fourth accommodation space 1593 a. The crankcase 1594 is formed with a fifth accommodation space 1594a, and 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 in the fifth accommodation space 1594a.
Intake and exhaust mechanism 153 includes an intake mechanism 1531 and an exhaust mechanism 1534. Ignition mechanism 154 is disposed between intake mechanism 1531 and exhaust mechanism 1534. One end of the ignition mechanism 154 is disposed near the cylinder block 1593 in the axial direction of the ignition mechanism 154, and the other end of the ignition mechanism 154 is provided with the cam mechanism 152. The cam mechanism 152 includes a first camshaft 1521 and a second camshaft 1522, the first camshaft 1521 being disposed near the intake mechanism 1531, and the second camshaft 1522 being disposed near 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, the other end of the connecting rod 1512 is connected to the crankshaft 1511, and the crankshaft 1511 and the balance mechanism 156 are engaged by gears. When the piston mechanism makes a linear reciprocating motion in the cylinder block 1593, the piston mechanism drives the crankshaft 1511 to rotate through the connecting rod 1512, and the balance mechanism 156 is driven to rotate through the rotation of the crankshaft 1511 to reduce the vibration during the operation of the engine 15. 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 crank link mechanism 151. The lubricating mechanism 158 includes an oil pump 1581 and an oil return passage (not shown), and the lubricating oil pump 1581 in the oil storage space 1595a is sent to each component of the engine 15 by the oil pump 1581, and is returned to the oil storage space 1595a along the oil return passage. The cylinder block 1593 is formed with a cylinder bore 1593b extending therethrough for receiving the piston mechanism, and the cooling system 157 is disposed at least partially around the cylinder bore 1593 b. The space between the ignition mechanism 154 and the cylinder block 1593 is a combustion chamber. The combustion chamber is provided as the space between the top of the piston mechanism and the underside of the cylinder head 1592 after the piston mechanism has reached top dead center. The top dead center is a position at which the top of the piston mechanism is farthest from the rotation center of the crankshaft 1511. Crankshaft 1511 is coupled to generator 16 at one end, and crankshaft 1511 is used to drive generator 16 to rotate, thereby providing electrical power to ATV 100 and driving ATV 100 to move.
As shown in fig. 6 to 7, as one implementation, a mounting hole 1592j and a first oil return hole 1592k are formed in the cylinder head 1592, and the cylinder head 1592 is fittingly coupled to the cylinder block 1593 through a fastener and the mounting hole 1592 j. Specifically, the cylinder head 1592 includes a first end surface disposed on a side of the cylinder head 1592 adjacent to the cylinder head cover 1591 and a second end surface disposed on a side of the cylinder head 1592 adjacent to the cylinder block 1593, one end of the mounting hole 1592j communicates with the first end surface, and the other end of the mounting hole 1592j communicates with the second end surface. In this case, the number of the first oil return holes 1592k is equal to or less than the number of the mounting holes 1592j, and it can be understood that the number of the first oil return holes 1592k is at least one. Specifically, the first oil return hole 1592k is disposed adjacent to the mounting hole 1592j, and one end of the first oil return hole 1592k adjacent to the cylinder block 1593 communicates with the mounting hole 1592j and forms a through-hole. Specifically, when the cylinder head 1592 is attached to the cylinder block 1593 by the fasteners, the fasteners are disposed adjacent to the through-holes, and the lubricating oil enters the first oil return holes 1592k and flows into the oil return passage along the gap between the through-holes and the fasteners. The lubricating oil collected on the first end surface of the cylinder head 1592 is collected and delivered through the first oil return hole 1592k, and passes through the first oil return hole 1592k and flows into the oil return passage. The number of the first oil return holes 1592k can be adjusted according to actual conditions, so that the oil return efficiency of the engine 15 is met, and the processing cost of the engine 15 is reduced.
As one implementation, the first oil return hole 1592k has a rib 1592m formed therein. Specifically, the reinforcing rib 1592m and the cylinder head are integrally formed. Further, on a first straight line 103 parallel to the extending direction of the crankshaft 1511, the rib 1592m extends substantially in a direction perpendicular to the first straight line 103. When the fasteners are arranged in the mounting holes 1592j, the reinforcing ribs 1592m improve the structural strength of the mounting holes 1592j, and when the fasteners are arranged in the mounting holes 1592j, the cylinder head 1592 is prevented from being damaged due to excessive tension of the fasteners on the mounting holes 1592 j. The ribs 1592m have a width D1 distributed in a direction substantially parallel to the first line 103. In one implementation, the width D1 of the ribs 1592m is 3.2mm or more and 4.8mm or less. Further, the width D1 of the rib 1592m is 3.6mm or more and 4.4mm or less. More specifically, the width D1 of the rib 1592m is equal to 4mm. With the above arrangement, the structural strength of the mounting hole 1592j is improved, and the lubricating oil can flow along the first oil return hole 1592k to form a circulation path.
When the fasteners are connected to the mounting holes 1592j, the fasteners apply an acting force to the mounting holes 1592j in the radial direction of the mounting holes 1592j, the wall thickness of the mounting holes 1592j is increased, so that the structural strength of the cylinder head 1592 is guaranteed, the deformation of the cylinder head 1592 caused by the acting force applied by the fasteners is avoided, the influence of the acting force on the structure of the first oil return hole 1592k is avoided, and the service life of the engine 15 is prolonged. Specifically, the wall thickness of the mounting hole 1592j distributed along the radial direction of the mounting hole 1592j is D2. As one implementation, the mounting hole 1592j has a wall thickness D2 that is greater than or equal to 5mm and less than or equal to 7mm. Further, the wall thickness D2 of the mounting hole 1592j is 5.3mm or more and 6.7mm or less. More specifically, the wall thickness D2 of the mounting hole 1592j is 5.5mm or more and 6.3mm or less. Through the arrangement, the structural strength of the first oil return hole 1592k is improved, the space for arranging the engine 15 is saved, the arrangement among all the components is more compact, and the weight of the engine 15 is reduced.
As shown in fig. 8, on a second straight line 104 parallel to the axial direction of the ignition mechanism 154, the apex of the through-hole, which refers to the end point on the through-hole where the distance between the through-hole and the first end surface is the smallest, extends to the first end surface in the direction of the second straight line 104 by a distance D3. In one implementation mode, the distance D3 from the top point of the through opening to the first end face is greater than or equal to 20mm and less than or equal to 44mm. Further, a distance D3 from a vertex of the through-hole to the first end surface is 18mm or more and 40mm or less. More specifically, the distance D3 from the apex of the through-hole to the first end surface is 16mm or more and 36mm or less. Through the arrangement, the structural strength of the first oil return hole 1592k is improved, the space for arranging the engine 15 is saved, the arrangement among all the parts is more compact, and the weight of the engine 15 is reduced.
As shown in fig. 9, crankcase 1594 is formed with oil return groove 1594b and an oil seal (not shown), oil return groove 1594b being disposed on a side of crankcase 1594 adjacent to generator 16, and oil seal being at least partially disposed in oil return groove 1594 b. The oil seal is substantially annular and is disposed substantially around one end of the crankshaft 1511. Further, an oil seal is provided between the oil return groove 1594b and the generator 16, thereby preventing the lubricating oil in the engine 15 from flowing out of the engine 15 by oil-sealing the side of the crankcase 1594 adjacent to the generator 16. When the engine 15 is operating, the crankshaft 1511 is lubricated with lubricating oil, so that at least part of the lubricating oil is accumulated in the oil return groove 1594 b. A second oil return hole 1594c is further provided in the crankcase 1594, and the lubricating oil in the oil return groove 1594b is transferred to the oil pan 1595 through the second oil return hole 1594c, thereby realizing a circulation path of the lubricating oil.
As one implementation, the second oil return holes 1594c are provided on the crankcase 1594 by cast-in construction, and the second oil return holes 1594c are provided through the crankcase 1594. Further, a second oil return hole 1594c extends substantially in the direction of the second straight line 104, one end of the second oil return hole 1594c communicates with the oil return groove 1594b, and the other end of the second oil return hole 1594c communicates with the oil storage space 1595a formed by the oil pan 1595. With the above arrangement, the weight of the crankcase 1594 is reduced, the processing cost is reduced, and the second oil return hole 1594c is lifted by casting on the crankcase 1594, thereby improving the structural strength of the engine 15.
In one implementation, on a second projection plane perpendicular to the second straight line 104, a projection area of the second oil return hole 1594c on the second projection plane 106 along the second straight line 104 is S1; the projected area of oil return groove 1594b on second projection plane 106 along second straight line 104 is S2. As one implementation manner, a ratio of a projected area S1 of the second oil return hole 1594c to a projected area S2 of the oil return groove 1594b is greater than or equal to 0.16 and less than or equal to 0.26. Further, the ratio of the projected area S1 of the second oil return hole 1594c to the projected area S2 of the oil return groove 1594b is not less than 0.18 and not more than 0.24. In the present embodiment, the ratio of the projected area S1 of the second oil return hole 1594c to the projected area S2 of the oil return groove 1594b is equal to 0.21. Through the arrangement, the passing performance of the lubricating oil is improved, the gathering of the lubricating oil at the oil return groove 1594b is reduced, and the lubricating oil leakage caused by the gathering of the lubricating oil is avoided.
As one implementation mode, the projected area S1 of the second oil return hole 1594c is greater than or equal to 270mm 2 And is not more than 420mm 2 (ii) a Projected area S2 of oil return groove 1594b is 1310mm or more 2 And 1970mm or less 2 . Further, the projected area S1 of the second oil return hole 1594c is greater than or equal to 310mm 2 And is less than or equal to 380mm 2 (ii) a Projected area S2 of oil return groove 1594b is 1470mm or more 2 And less than or equal to 1810mm 2 . More specifically, the projected area S1 of the second oil return hole 1594c is 270mm or more 2 And is less than or equal to 344mm 2 (ii) a Projected area S2 of oil return groove 1594b is equal to 1640mm 2 . Through the arrangement, the passing performance of the lubricating oil is improved, the gathering of the lubricating oil at the oil return groove 1594b is reduced, and the lubricating oil leakage caused by the gathering of the lubricating oil is avoided.
As an implementation, when the piston mechanism moves up and down once, the engine 15 will vibrate twice, one over the other, and the vibration frequency of the engine 15 is related to the rotation speed of the engine 15. To eliminate vibration, the approach commonly employed on ATV 100 is addressed by providing a counterbalance mechanism 156.
As shown in fig. 10, the crankcase 1594 has a first bearing housing 1594d, a second bearing housing 1594e, and a third bearing housing 1594f formed thereon. A first bearing housing 1594d is integrally formed with the crankcase 1594 and is disposed on a side of the crankcase 1594 adjacent to the timing system 155; the third bearing housing 1594f is integrally formed with the crankcase 1594 and is disposed on a side of the crankcase 1594 adjacent to the generator 16; the second bearing housing 1594e is integrally formed with the crankcase 1594 and is disposed between the first and third bearing housings 1594d and 1594f, and the second bearing housing 1594e is disposed parallel to the first and third bearing housings 1594d and 1594f.
The balancing mechanism 156 includes a first section 1561, a second section 1562 and a weight 1563. Specifically, the first section 1561 and the second section 1562 together form a balance shaft of the balance mechanism 156. The axis of the first section 1561 and the axis of the second section 1562 substantially coincide, the first section 1561 is connected to the second section 1562, and the first section 1561 and the second section 1562 are integrally formed. A preset position 1564 of the counterbalance mechanism 156 is provided between the first and second sections 1561, 1562. Further, the first section 1561 is at least partially disposed on the first bearing housing 1594d, the second section 1562 is at least partially disposed on the third bearing housing 1594f, the predetermined position 1564 between the first section 1561 and the second section 1562 is at least partially disposed on the second bearing housing 1594e, and the counterbalance mechanism 156 is rotatably supported between the predetermined position 1564 and the second bearing housing 1594 e. As can be appreciated, the balance mechanism 156 is supported by the first bearing seat 1594d, the second bearing seat 1594e and the third bearing seat 1594f, so as to reduce the deflection of the balance mechanism 156 during the operation of the engine 15, prevent the balance mechanism 156 from bending itself due to uneven stress, and prolong the service life of the balance mechanism 156.
As one implementation, the weight 1563 is at least partially disposed on the first section 1561, and the weight 1563 is also at least partially disposed on the second section 1562. Further, the weight 1563 may be made of an iron ball material, and in addition, the weight 1563 may be made of other materials having high mechanical strength and low production cost, so that the production cost of the engine 15 is reduced. In the present embodiment, after the balance weight 1563 is optimized by a Computer Aided Engineering (CAE) topology, which means by Computer Aided solution analysis, the consumption or cost of the material of the balance weight 1563 is reduced, the weight of the balance weight 1563 is reduced, and the workload of the engine 15 is reduced. Specifically, on a first projection plane (not shown) perpendicular to the first straight line 103, the projection of the balance weight 1563 on the first projection plane along the first straight line 103 is substantially fan-shaped; compared to the conventional design, the projection of the weight 1563 along the first line 103 onto the first plane of projection is substantially semicircular. Through the arrangement, the weight of the balance weight 1563 is reduced, the deflection of the balance mechanism 156 in the working process of the engine 15 is reduced, the self bending caused by the uneven stress of the balance mechanism 156 is prevented, and the service life of the balance mechanism 156 is prolonged.
As shown in FIG. 11, the engine 15 also includes a lubrication mechanism 158, the lubrication mechanism 158 being at least partially disposed within the outer housing assembly 159 through a casting process. The lubricating mechanism 158 transfers the lubricating oil in the oil storage space 1595a to each component of the engine 15, thereby achieving the lubricating effect of each component, avoiding the wear between each component, and improving the service life of each component in the engine 15.
In one implementation, the crankshaft linkage 151 further includes a first bearing shoe assembly 1515, the first bearing shoe assembly 1515 being at least partially disposed on the crankcase 1594. Specifically, the first bearing shoe assembly 1515 is pivotally coupled to the first bearing housing 1594d, the first bearing shoe assembly 1515 is pivotally coupled to the second bearing housing 1594e, and the first bearing shoe assembly 1515 is pivotally coupled to the third bearing housing 1594f. Further, the counterbalance mechanism 156 includes a first shoe 1565, a second shoe 1566, and a third shoe 1567. Specifically, the counterbalance mechanism 156 is rotatably coupled to a first bearing housing 1594d via a first bearing shoe 1565, the counterbalance mechanism 156 is rotatably coupled to a second bearing housing 1594e via a second bearing shoe 1566, and the counterbalance mechanism 156 is rotatably coupled to a third bearing housing 1594f via a third bearing shoe 1567. More specifically, a first shoe 1565 is disposed on an end of the balancing mechanism 156 distal from the generator 16, a third shoe 1567 is disposed on a generation of the balancing mechanism 156 proximal to the generator 16, and a second shoe 1566 is disposed between the first shoe 1565 and the third shoe 1567.
As one implementation, 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 in the crankcase 1594 by a casting process, and the first oil passage 1582 is at least partially provided in the cylinder block 1593 by a casting process, so that when the cylinder block 1593 is coupled to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 constitute a closed first oil passage 1582. The second oil passage 1583 is at least partially provided in the crankcase 1594 by a casting process, and the second oil passage 1583 is at least partially provided in the cylinder block 1593 by a casting process, so that when the cylinder block 1593 is coupled to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 constitute a closed second oil passage 1583. The third oil passage 1584 is at least partially provided in the crankcase 1594 by a casting process, and the third oil passage 1584 is at least partially provided in the cylinder block 1593 by a casting process, so that when the cylinder block 1593 is coupled to the crankcase 1594, the cylinder block 1593 and the crankcase 1594 constitute a closed third oil passage 1584. Further, one end of the first oil passage 1582 communicates with the first bearing bush assembly 1515, the other end of the first oil passage 1582 communicates with the first bearing bush 1565, and the first oil passage 1582 is at least partially disposed on the first bearing housing 1594d and delivers lubricating oil along the first bearing bush assembly 1515 to the first bearing bush 1565 through the first oil passage 1582. By providing a separate oil path between the first bearing shoe assembly 1515 and the first bearing shoe 1565, the lubrication effect on the counterbalance mechanism 156 is enhanced. More specifically, the first bearing shoe 1565 is formed with a plurality of through holes for connecting the first oil passage 1582, the through holes of the first bearing shoe 1565 are provided on a side of the first bearing shoe 1565 adjacent to the cylinder block 1593, and the through holes of the first bearing shoe 1565 are also provided on a side of the first bearing shoe 1565 adjacent to the crankcase 1594. Lubricating oil enters the first bearing bush 1565 from the through hole of the first bearing bush 1565 along the first oil path 1582, so that the lubricating effect on the balance mechanism 156 is improved, the wear degree of the balance mechanism 156 is reduced, and the service life of the engine 15 is prolonged.
In one implementation, one end of the second oil passage 1583 is communicated with the first bearing bush assembly 1515, the other end of the second oil passage 1583 is communicated with the second bearing bush 1566, the second oil passage 1583 is at least partially arranged on the second bearing seat 1594e, and lubricating oil is conveyed to the second bearing bush 1566 along the first bearing bush assembly 1515 through the second oil passage 1583. By providing a separate oil path between the first and second bearing shoes 1515, 1566, the lubrication effect on the counterbalance mechanism 156 is enhanced. Further, a plurality of through holes for connecting the second oil passage 1583 are formed in the second bearing shoe 1566, the through holes of the second bearing shoe 1566 are provided on a side of the second bearing shoe 1566 adjacent to the cylinder block 1593, and the through holes of the second bearing shoe 1566 are also provided on a side of the second bearing shoe 1566 adjacent to the crankcase 1594. Lubricating oil enters the second bearing shoe 1566 from the through hole of the second bearing shoe 1566 along the second oil path 1583, so that the lubricating effect on the balance mechanism 156 is improved, the abrasion degree of the balance mechanism 156 is reduced, and the service life of the engine 15 is prolonged.
As an implementation manner, one end of the third oil path 1584 communicates with the first bearing block assembly 1515, the other end of the third oil path 1584 communicates with the third bearing block 1567, and the third oil path 1584 is at least partially disposed on the third bearing seat 1594f, so as to deliver the lubricating oil to the third bearing block 1567 along the first bearing block assembly 1515 through the third oil path 1584. By providing a separate oil path between the first and third bearing shoes 1515, 1567, the lubrication effect on the counterbalance mechanism 156 is enhanced. Further, a plurality of through holes for connecting the third oil passage 1584 are formed in the third bearing shoe 1567, the through holes of the third bearing shoe 1567 are formed in a side of the third bearing shoe 1567 adjacent to the cylinder block 1593, and the through holes of the third bearing shoe 1567 are also formed in a side of the third bearing shoe 1567 adjacent to the crankcase 1594. Lubricating oil enters the third bearing shoe 1567 from the through hole of the third bearing shoe 1567 along the third oil path 1584, so that the lubricating effect on the balance mechanism 156 is improved, the abrasion degree of the balance mechanism 156 is reduced, and the service life of the engine 15 is prolonged.
As shown in fig. 12 and 13, an oil deflector 1594g is also provided on the crankcase 1594, and the oil deflector 1594g is provided on a side of the crankcase 1594 adjacent to the oil pan 1595. Further, the oil deflector 1594g and the crankcase 1594 are integrally formed, thereby reducing the production cost of the oil deflector 1594 g. As another implementation, the oil deflector 1594g may also be coupled to the crankcase 1594 with fasteners, thereby adapting the oil deflector 1594g to different engine 15 configurations, increasing the flexibility of assembly of the oil deflector 1594 g. Through the arrangement, the situation that lubricating oil flows back to the crankcase 1594 from the oil pan 1595 in the climbing process of the all-terrain vehicle 100 or the all-terrain vehicle 100 runs on a section with an uneven road surface is prevented, the oil pressure in the oil storage space 1595a is prevented from being insufficient, and the oil pump 1581 cannot supply oil is avoided.
In one embodiment, the oil deflector 1594g has a curved surface on a side thereof adjacent to the crankshaft connecting rod mechanism 151, and a fifth accommodation space 1594a formed by dividing the crankcase 1594 by the oil deflector 1594g and an oil storage space 1595a formed by the oil pan 1595. Further, an end surface of the oil deflector 1594g adjacent to the fifth accommodating space 1594a is recessed toward the oil holding space 1595a. With the above arrangement, it is avoided that the crankshaft connecting rod mechanism 151 and the oil deflector 1594g collide during operation of the engine 15, thereby damaging parts of the engine 15. The oil deflector 1594g also has a third oil gallery 1594h formed therein, the third oil gallery 1594h being disposed between the first bearing housing 1594d and the second bearing housing 1594e, and the third oil gallery 1594h being further disposed between the second bearing housing 1594e and the third bearing housing 1594f. The third oil return hole 1594h is provided through the crankcase 1594, that is, a fifth accommodating space 1594a and an oil storage space 1595a formed by the crankcase 1594 are communicated through the third oil return hole 1594h, and the lubricating oil accumulated in the crankcase 1594 is returned to the oil storage space 1595a through the third oil return hole 1594 h. The shape of the third oil return hole 1594h may be set to any shape, and the third oil return hole 1594h may be set at any position of the oil baffle 1594g, which may be adjusted according to actual conditions. In the present embodiment, the third oil return hole 1594h is substantially disposed at the vertex position of the arc of the oil deflector 1594g, wherein the vertex position refers to the farthest distance of the one side end surface of the oil deflector 1594g adjacent to the fifth accommodating space 1594a from the crankshaft connecting rod mechanism 151. Thereby promoting oil return from the crankcase 1594 to the sump 1595.
The projected area of the third oil return hole 1594h in the second projection plane 106 along the direction of the second straight line 104 is S3, and the projected area of the oil deflector 1594g in the second projection plane 106 along the direction of the second straight line 104 is S4. As an implementation mode, the projected area S3 of the third oil return hole 1594h is greater than or equal to 1970mm 2 And less than or equal to 2970mm 2 The projected area S4 of the oil baffle 1594g is more than or equal to 20600mm 2 And is not more than 31000mm 2 . Further, the projected area S3 of the third oil return hole 1594h is more than or equal to 2220mm 2 And 2720mm or less 2 The projected area S4 of the oil baffle 1594g is more than or equal to 23200mm 2 And is less than or equal to 28400mm 2 . More specifically, the projected area S3 of the third oil return hole 1594h is equal to 2470mm 2 The projected area S4 of the oil baffle 1594g is equal to 25800mm 2 . Through the setting, the isolated effect of oil baffle 1594g has been promoted, prevents that the lubricating oil in oil pan 1595 from backflowing to crankcase 1594, leads to oil pressure not enough in oil pan 1595, has promoted oil pump 1581's fuel feeding ability.
In addition, the ratio of the projected area S3 of the third oil return hole 1594h to the projected area S4 of the oil deflector 1594g is 0.08 or more and 0.2 or less. Further, the ratio of the projected area S3 of the third oil return hole 1594h to the projected area S4 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 S3 of the third oil return hole 1594h to the projected area S4 of the oil deflector 1594g is equal to 0.1. Through the setting, the isolated effect of oil baffle 1594g has been promoted, prevents that the lubricating oil in oil pan 1595 from backflowing to crankcase 1594, leads to oil pressure not enough in oil pan 1595, has promoted oil pump 1581's fuel feeding ability.
In the present embodiment, when the balance weight 1513 of the crankshaft connecting rod mechanism 151 is rotated to the lowest position, the minimum distance between the balance weight 1513 and the oil deflector 1594g is L. Wherein the lowest position is the position where the distance between the counterbalance 1513 and the oil deflector 1594g is the smallest. As one implementation, the minimum distance L between the counterbalance 1513 and the oil deflector 1594g is greater than or equal to 2mm and less than or equal to 5mm. Further, the minimum distance L between the weight 1513 and the oil deflector 1594g is 2.7mm or more and 4.5mm or less. More specifically, the minimum distance L between the weight 1513 and the oil deflector 1594g is 3mm or more and 4mm or less. Through the setting, the whole volume of the engine 15 is reduced, the isolation effect of the oil baffle 1594g is improved, the lubricating oil in the oil pan 1595 is prevented from flowing back to the crankcase 1594, the oil pressure in the oil pan 1595 is insufficient, and the oil supply capacity of the oil pump 1581 is improved.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the invention as defined in the appended claims.
Claims (10)
1. An all-terrain vehicle comprising:
a frame;
a body cover disposed at least partially over the frame;
a walking assembly for supporting the all terrain vehicle;
a power assembly at least partially disposed on the frame, the power assembly including an engine and a generator;
it is characterized in that the preparation method is characterized in that,
the engine includes a crankcase and a lubrication mechanism disposed at least partially on the crankcase; the engine also comprises a balance mechanism and a crankshaft connecting rod mechanism, wherein the balance mechanism comprises a first bearing bush, a second bearing bush and a third bearing bush; the crankshaft connecting rod mechanism comprises a first bearing bush assembly, the lubricating mechanism comprises a first oil way, a second oil way and a third oil way, the first oil way is communicated with the first bearing bush assembly and the first bearing bush, the second oil way is communicated with the first bearing bush assembly and the second bearing bush, and the third oil way is communicated with the first bearing bush assembly and the third bearing bush.
2. The all-terrain vehicle of claim 1, characterized in that,
and the first bearing bush is provided with a through hole, and the lubricating oil in the first oil way flows into the first bearing bush through the through hole of the first bearing bush.
3. The all-terrain vehicle of claim 2, characterized in that,
and a through hole is formed in the second bearing bush, and lubricating oil in the second oil path flows into the second bearing bush through the through hole of the second bearing bush.
4. The all-terrain vehicle of claim 3,
and the third bearing bush is provided with a through hole, and the lubricating oil in the third oil way flows into the third bearing bush through the through hole of the third bearing bush.
5. The all-terrain vehicle of claim 4, characterized in that,
the engine also comprises a cylinder body, wherein the through hole of the first bearing bush is arranged on one side of the first bearing bush close to the cylinder body, and the through hole of the first bearing bush is also arranged on one side of the first bearing bush close to the crankcase; the structure of the second bearing bush is consistent with that of the first bearing bush, and the structure of the third bearing bush is consistent with that of the first bearing bush.
6. The all-terrain vehicle of claim 1,
the crankcase is provided with a first bearing seat, a second bearing seat and a third bearing seat for supporting the balance mechanism; the second bearing seat is at least partially disposed between the first bearing seat and the second bearing seat.
7. The all-terrain vehicle of claim 6,
the first oil passage is at least partially provided on the first bearing housing, the second oil passage is at least partially provided on the second bearing housing, and the third oil passage is at least partially provided on the third bearing housing.
8. The all-terrain vehicle of claim 5,
the first oil passage is at least partially provided on the cylinder block, the second oil passage is at least partially provided on the cylinder block, and the third oil passage is at least partially provided on the cylinder block.
9. The all-terrain vehicle of claim 1,
the first bearing bush is arranged at one end of the balance mechanism, and the first bearing bush is arranged close to the generator; the third bearing bush is arranged at the other end of the balance mechanism, and the second bearing bush is arranged between the first bearing bush and the third bearing bush.
10. The all-terrain vehicle of claim 1, characterized in that,
the first oil passage is at least partially disposed around the first bearing pad, the second oil passage is at least partially disposed around the second bearing pad, and the third oil passage is at least partially disposed around the third bearing pad.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221993349.6U CN217841768U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221993349.6U CN217841768U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217841768U true CN217841768U (en) | 2022-11-18 |
Family
ID=84011221
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221993349.6U Active CN217841768U (en) | 2022-07-29 | 2022-07-29 | All-terrain vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217841768U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024021795A1 (en) * | 2022-07-29 | 2024-02-01 | 浙江春风动力股份有限公司 | All-terrain vehicle and powertrain thereof |
-
2022
- 2022-07-29 CN CN202221993349.6U patent/CN217841768U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024021795A1 (en) * | 2022-07-29 | 2024-02-01 | 浙江春风动力股份有限公司 | All-terrain vehicle and powertrain thereof |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0578267B1 (en) | Motor vehicle comprising a transverse engine | |
| CN217841768U (en) | All-terrain vehicle | |
| EP0806557A1 (en) | Supercharged internal combustion engine | |
| CN217632609U (en) | All-terrain vehicle | |
| CN217623851U (en) | All-terrain vehicle | |
| CN105508196A (en) | Piston type air compressor for electric vehicle | |
| JPH07109951A (en) | Cooling structure of multicylinder two-cycle engine | |
| KR100262232B1 (en) | Multi-cylinder two stroke engine crankcase sealing | |
| US6378483B1 (en) | Lubrication system for four-stroke engine | |
| CN217632728U (en) | All-terrain vehicle | |
| CN217864448U (en) | All-terrain vehicle | |
| CN217623850U (en) | All-terrain vehicle | |
| CN217623848U (en) | All-terrain vehicle | |
| CN217623849U (en) | All-terrain vehicle | |
| CN216130999U (en) | Engine with stable structure and motorcycle adopting engine | |
| JP2007024007A (en) | Lubricating device of internal combustion engine | |
| JP4498990B2 (en) | Secondary air supply device for internal combustion engine | |
| CN201198790Y (en) | New generation horizontal single-double cylinders diesel engine body | |
| JP4321898B2 (en) | Lubrication structure of valve drive part of internal combustion engine | |
| CN117514416A (en) | All-terrain vehicle | |
| CN117508413A (en) | All-terrain vehicle | |
| CN217864449U (en) | All-terrain vehicle | |
| CN117508410A (en) | All-terrain vehicle | |
| EP0799980A1 (en) | Vehicle having a supercharged internal combustion engine unit | |
| CN109826718A (en) | The body of big stroke low emission single-cylinder air-cooled diesel engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |