Engine and its working method
By delaying the opening of the exhaust module and pressurizing the gas output, combined with an air pump and heater, the problem of the difficulty in increasing the expansion ratio of traditional engines is solved, achieving efficient engine operation and realizing energy saving and emission reduction.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- FAW JIEFANG AUTOMOTIVE CO
- Filing Date
- 2023-06-12
- Publication Date
- 2026-06-30
AI Technical Summary
The expansion ratio of traditional engines is fixed and difficult to increase, which limits the improvement of engine efficiency.
By delaying the opening time of the exhaust module and pressurizing the gas output, combined with the air pump and heater, the exhaust timing is adjusted to extend the engine's closed-end time, utilizing the thermodynamic expansion work of fuel combustion to improve the effective expansion ratio and thermal efficiency.
It significantly improves the engine's effective expansion ratio and thermal efficiency, reduces the need for operating mode switching, achieves low fuel consumption and high efficiency, and realizes the effects of energy saving and emission reduction.
Smart Images
Figure CN116717339B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to engines and their operating methods. Background Technology
[0002] The valve timing mechanism of an engine is used to supply fresh air to the cylinders and exhaust the exhaust gases after combustion to meet the power requirements of gasoline or diesel combustion. The valve timing mechanism realizes the air exchange and replenishment of the engine cylinders by opening and closing the intake and exhaust valves of each cylinder.
[0003] Traditional engines typically employ intake and exhaust valve timing mechanisms to ensure that the amount of air entering the cylinder meets the engine's operating requirements. However, under these constraints, the engine's expansion ratio is fixed and difficult to increase. Summary of the Invention
[0004] Therefore, it is necessary to provide an engine and its operating method to address the problem that it is difficult to increase the engine expansion ratio.
[0005] An embodiment of the first aspect of this application provides a method for operating an engine, including:
[0006] Provide exhaust modules;
[0007] When the exhaust module is activated at a preset exhaust time, the gas pressure output at the exhaust module is adjusted, and the preset exhaust time is later than the exhaust timing of the exhaust module.
[0008] In one embodiment, the preset exhaust timing is later than the exhaust timing of the exhaust module, including:
[0009] The exhaust module includes a camshaft, a cam, and an exhaust valve. The cam is mounted on the camshaft and is used to adjust the opening and closing of the exhaust valve.
[0010] Adjust the rotational speed of the camshaft or adjust the shape of the cam so that the preset exhaust timing is later than the exhaust timing of the exhaust module.
[0011] In one embodiment, adjusting the gas pressurization output at the exhaust module includes:
[0012] An air pump is provided to pressurize and draw out the gas from the exhaust module;
[0013] When the exhaust module is turned on at a preset exhaust time, the air pump is adjusted to remain on.
[0014] In one embodiment, after adjusting the gas pressurization output at the exhaust module, the method further includes:
[0015] The gas output from the exhaust module is heated.
[0016] In one embodiment, heating the gas output from the exhaust module includes:
[0017] Provides heaters and post-processors;
[0018] When the exhaust module is turned on at a preset exhaust time, the heater is adjusted to remain on, and the gas output by the exhaust module enters the heater and the post-processor in sequence.
[0019] An embodiment of the second aspect of this application provides an engine comprising:
[0020] cylinder;
[0021] An exhaust module is used to regulate the discharge of gas from the cylinder. The exhaust module is connected to the cylinder, and the opening time of the exhaust module is a preset exhaust time.
[0022] An air pump is used to pressurize and output the gas from the exhaust module, and the air pump is connected to the exhaust module;
[0023] The control module is used to adjust the preset exhaust time to be later than the exhaust timing of the exhaust module, and to adjust the on / off state of the air pump. The control module is communicatively connected to the exhaust module and the air pump.
[0024] In one embodiment, the exhaust module includes an exhaust valve for regulating the gas output within the cylinder, the exhaust valve being disposed on the cylinder.
[0025] In one embodiment, the exhaust module further includes a turbine disposed between the exhaust valve and the air pump.
[0026] In one embodiment, the exhaust module includes a camshaft and a cam, the cam being used to adjust the opening and closing of the exhaust valve, the cam being disposed on the camshaft.
[0027] In one embodiment, the engine further includes a heater and an after-processor, wherein the exhaust module, the air pump, the heater, and the after-processor are connected in sequence along the exhaust direction of the gas.
[0028] The aforementioned engine operating method combines the delayed opening of the exhaust module with the pressurized output of the exhaust module. The delayed opening of the exhaust module extends the engine's closed-end period. After the piston reaches top dead center and before the exhaust module's exhaust timing opens, the cylinder pressure remains at a high level. Traditional engines use this high cylinder pressure to expel gas from the cylinder. However, this application delays the exhaust module's opening by setting the exhaust timing later than the exhaust module's timing, creating a preset interval. Utilizing the cylinder pressure during this preset interval allows for continued work, fully leveraging the thermodynamic expansion work of fuel combustion, significantly improving the engine's effective expansion ratio and thermal efficiency. Furthermore, since the preset exhaust timing of the exhaust module is later than its timing, the cylinder pressure is low, leading to poor exhaust efficiency. Pressurizing the exhaust module's output ensures the pressure difference before and after the exhaust module meets the engine's current operating conditions, guaranteeing fresh air intake during the intake phase. This reduces engine operating mode switching, allowing the engine to operate efficiently with low fuel consumption, thus achieving energy saving and emission reduction. Attached Figure Description
[0029] Figure 1 This is a schematic diagram of the working method of the engine according to an embodiment of this application.
[0030] Figure 2 This is a schematic diagram of the engine structure according to an embodiment of this application.
[0031] Figure 3 This is a schematic diagram showing the relationship between the crankshaft angle and cylinder pressure of an engine according to an embodiment of this application.
[0032] Figure 4 for Figure 3 Enlarged view of the right segment of the middle curve.
[0033] Figure 5 This is a schematic diagram showing the changes in cylinder volume and cylinder pressure of the engine according to an embodiment of this application.
[0034] Figure 6 for Figure 5 Enlarged view of the right segment of the middle curve.
[0035] In the picture:
[0036] 1. Cylinder; 2. Exhaust module; 21. Exhaust valve; 22. Turbine; 23. Exhaust manifold;
[0037] 3. Air pump; 4. Control module; 5. Heater; 6. Post-processor; 7. Compressor;
[0038] 8. Intake manifold; 9. Intercooler; 10. Battery; 11. External environment. Detailed Implementation
[0039] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.
[0040] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0041] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0042] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0043] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0044] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.
[0045] It should be noted that the engine system of a vehicle can apply the engine operating method described below, and the engine's electronic control unit (ECU) can serve as the main body executing the engine operating method.
[0046] See Figure 1-2 An embodiment of this application provides a method for operating an engine, including:
[0047] Provide exhaust module 2;
[0048] When the exhaust module 2 is turned on at the preset exhaust time, the gas pressure output at the exhaust module 2 is adjusted, and the preset exhaust time is later than the exhaust timing of the exhaust module 2.
[0049] In this configuration, this embodiment combines the delayed opening operation of exhaust module 2 with the gas pressurization output operation of exhaust module 2. The delayed opening operation of exhaust module 2 can extend the engine's closed-end period. After the piston of cylinder 1 reaches top dead center and before the exhaust timing of exhaust module 2 opens, the pressure inside cylinder 1 of the engine is still at a high level. Traditional engines expel gas from the cylinder through this high cylinder pressure. However, this embodiment delays the opening of exhaust module 2 by setting the exhaust time later than the exhaust timing of exhaust module 2, forming a preset interval time. The cylinder pressure during the preset interval time continues to do work, which can make full use of the heat of fuel combustion. Learning to expand significantly improves the engine's effective expansion ratio and thermal efficiency. Furthermore, since the preset exhaust timing of exhaust module 2 is later than its actual exhaust timing, the pressure inside cylinder 1 is low, leading to poor exhaust efficiency. Pressurizing the gas output from exhaust module 2 ensures that the pressure difference before and after it meets the engine's current operating conditions, guaranteeing fresh air intake during the intake phase. This reduces the need for switching engine operating modes, allowing the engine to operate efficiently under low fuel consumption conditions, thus achieving energy saving and emission reduction. This engine operating method can be applied to engines based on mild hybrid systems, solving the problem of difficulty in increasing the engine's expansion ratio.
[0050] In some embodiments, the preset exhaust timing is later than the exhaust timing of exhaust module 2, including:
[0051] The exhaust module 2 includes a camshaft, a cam, and an exhaust valve 21. The cam is mounted on the camshaft and is used to adjust the opening and closing of the exhaust valve 21. The specific structure of the exhaust valve 21 is similar to that of a traditional exhaust valve 21. The exhaust valve 21 adjusts the opening and closing states of the exhaust by adjusting the movement of the valve stem. The cam is driven by the valve stem of the exhaust valve 21; rotation of the cam drives the valve stem to reciprocate. The rotation of the camshaft drives the cam to rotate synchronously, which in turn drives the valve stem to reciprocate, thereby opening or closing the exhaust valve 21.
[0052] The camshaft speed or cam shape can be adjusted to make the preset exhaust timing later than the exhaust timing of exhaust module 2. Specifically, when the camshaft rotates and the cam does not push the valve stem to move, keeping the exhaust valve 21 closed, the camshaft speed can be slowed down during this process to prolong the closing time of exhaust valve 21, thereby making the preset exhaust timing of exhaust valve 21 later than the exhaust timing of exhaust module 2. Alternatively, the cam shape can be designed so that the angle of the valve opening section of the cam profile is delayed by a certain angle along the rotation direction of the cam. This delay angle can be, but is not limited to, 30°-40°, to make the preset exhaust timing later than the exhaust timing of exhaust module 2. The design can be selected according to actual needs.
[0053] It should be noted that the exhaust timing of exhaust module 2 is the same as the standard exhaust timing of a traditional engine. Specifically, optionally, in the four strokes of intake, compression, power, and exhaust, the crankshaft of cylinder 1 rotates twice, while the intake or exhaust valve 21 only actuates once. The camshaft speed can be half the crankshaft speed to ensure synchronized operation, i.e., achieving the correct timing. The camshaft gear can have twice the number of teeth as the crankshaft gear to halve the camshaft gear speed.
[0054] See Figure 3-4 This diagram illustrates the relationship between engine crankshaft angle and cylinder pressure. The horizontal axis represents the engine crankshaft angle in degrees, and the vertical axis represents cylinder pressure in liters. The thick black line in the diagram represents the curve corresponding to the opening of exhaust module 2 at a preset exhaust time, while the gray line represents the curve corresponding to the opening of exhaust module 2 at exhaust timing. The area enclosed by the thick black line is significantly larger than the area enclosed by the gray line. (See reference...) Figure 5-6 This diagram illustrates the changes in cylinder volume and cylinder pressure of an engine. The horizontal axis represents cylinder volume in liters, and the vertical axis represents cylinder pressure in bar. This diagram is also known as a PV diagram. The thick black line in the diagram represents the curve corresponding to the opening of exhaust module 2 at the preset exhaust time, and the gray line represents the curve corresponding to the opening of exhaust module 2 at the exhaust timing. The area enclosed by the curves represents thermal work. As can be seen from the diagram, the thermal work corresponding to the opening of exhaust module 2 at the preset exhaust time is significantly higher than the thermal work corresponding to the opening of exhaust module 2 at the exhaust timing.
[0055] In some embodiments, adjusting the gas pressurization output at the exhaust module 2 includes:
[0056] An air pump 3 is provided to pressurize and draw out the gas from the exhaust module 2;
[0057] When the exhaust module 2 is turned on at the preset exhaust time, the air pump 3 is adjusted to remain on. That is, the air pump 3 can be set behind the exhaust module 2. When the air pump 3 is turned on, it can create a negative pressure behind the exhaust module 2, which accelerates the flow of gas from the cylinder 1 out of the exhaust module 2. This ensures that the pressure difference before and after the exhaust module 2 meets the current working conditions of the engine, and ensures that fresh air can enter during the intake phase, reducing the need for switching engine working modes.
[0058] In some embodiments, after adjusting the gas pressurization output at the exhaust module 2, the method further includes:
[0059] Heating the gas output from exhaust module 2, that is, further heating the gas output from exhaust module 2, makes it easier for the output gas to undergo further reaction processing, reaching the processing temperature, and the reaction is more complete and thorough.
[0060] In some embodiments, heating the gas output from the exhaust module 2 includes:
[0061] Provides heater 5 and post-processor 6;
[0062] When exhaust module 2 is activated at the preset exhaust time, heater 5 remains on. The gas output from exhaust module 2 sequentially enters heater 5 and after-processor 6. That is, the gas discharged from exhaust module 2 is heated by heater 5 to a certain temperature before entering after-processor 6 for reaction. This setup, by heating the gas, ensures a more complete reaction within after-processor 6, meeting its regeneration requirements. Furthermore, the combination of pressurizing and drawing gas from exhaust module 2 via air pump 3 and heating the gas output from air pump 3 before delivering it to after-processor 6 via heater 5 allows the engine to meet after-processor regeneration requirements without switching operating modes, ensuring the engine always operates at high efficiency.
[0063] See Figure 2 Another embodiment of this application provides an engine that can be used to implement the above-described engine operating method. The control module 4 can serve as the execution body of the engine operating method. The engine operating method can be applied to an engine based on a mild hybrid system. The engine includes a cylinder 1, an exhaust module 2, an air pump 3, and a control module 4. The exhaust module 2 is used to regulate the gas discharge from the cylinder 1. The exhaust module 2 is connected to the cylinder 1, and the opening time of the exhaust module 2 is a preset exhaust time. The air pump 3 is used to pressurize and output the gas at the exhaust module 2. The air pump 3 is connected to the exhaust module 2. The control module 4 is used to adjust the preset exhaust time to be later than the exhaust timing of the exhaust module 2, and the control module 4 is used to adjust the on / off state of the air pump 3. The control module 4 is communicatively connected to the exhaust module 2 and the air pump 3.
[0064] With this configuration, this embodiment combines the control module 4's adjustment of the exhaust module 2's delayed opening with the placement of an air pump 3 after the exhaust module 2. By adjusting the preset exhaust timing of the exhaust module 2 to be later than its actual exhaust timing, the engine's closed-end duration can be extended. After the piston of cylinder 1 reaches top dead center and before the exhaust timing of the exhaust module 2 opens, the pressure inside cylinder 1 remains at a high level. Traditional engines expel gas from the cylinder using this higher internal pressure. However, in this embodiment, by adjusting the preset exhaust timing of the exhaust module 2 to be later than its actual exhaust timing, the exhaust module 2 opens later, creating a preset interval time. The cylinder pressure during this preset interval time continues to perform work, fully utilizing the thermodynamic expansion work of fuel combustion, greatly improving the engine's effective expansion ratio and thermal efficiency. Furthermore, the preset exhaust timing of exhaust module 2 is later than the exhaust timing of exhaust module 2, resulting in low pressure in cylinder 1 and poor exhaust efficiency. By setting air pump 3 and controlling module 4 to keep air pump 3 on at least during the exhaust process of exhaust module 2, the gas output of exhaust module 2 can be pressurized so that the pressure difference before and after exhaust module 2 meets the current working conditions of the engine, ensuring that fresh air can enter during the intake phase. This reduces the switching operations of engine working modes, allowing the engine to operate efficiently under low fuel consumption conditions, thereby achieving energy saving and emission reduction, and solving the problem of difficulty in increasing the engine expansion ratio.
[0065] Among them, the air pump 3 can be, but is not limited to, an electric pump, and the control module 4 can be, but is not limited to, an electronic control unit for the engine, which can be selected according to actual needs.
[0066] In some embodiments, the exhaust module 2 includes an exhaust valve 21, which is used to regulate the gas output in the engine body. The exhaust valve 21 is disposed on the cylinder 1. The air pump 3 is disposed behind the exhaust valve 21 and can be connected to the exhaust valve 21. The exhaust valve 21 is easy to open. The air pump 3 can form a negative pressure behind the exhaust valve 21 to accelerate the discharge of gas in the cylinder 1.
[0067] In some embodiments, the exhaust module 2 further includes a turbine 22, which is disposed between the exhaust valve 21 and the air pump 3. The turbine 22 is the exhaust component of the engine. The air pump 3 is disposed behind the turbine 22 and can increase the negative pressure behind the turbine 22. The turbine 22 can have sufficient pressure to draw out the gas in the cylinder 1 through the exhaust valve 21. By adding the air pump 3, the turbine 22 can be kept working within the original operating conditions, reducing the switching of operating modes, that is, the turbine 22 can be kept working within the original MAP.
[0068] In some embodiments, the exhaust module 2 includes a camshaft and a cam. The cam is used to adjust the opening and closing of the exhaust valve 21. The cam is disposed on the camshaft, that is, the control module 4 can adjust the rotational speed of the camshaft or adjust the shape of the cam so that the preset exhaust timing is later than the exhaust timing of the exhaust module 2.
[0069] It should be noted that the cam shape can be adjusted through preset processing, or the side wall of the cam can be designed as a telescopic structure that can extend outward or retract inward. The telescopic structure can be set in the inner cavity of the cam. The telescopic structure can be, but is not limited to, pneumatic, hydraulic or electric drive. The telescopic structure is connected to the control module 4. The control module 4 can adjust the telescopic structure to push the corresponding part of the side wall to extend outward to adjust the cam profile.
[0070] In some embodiments, the engine further includes a heater 5 and an after-treatment unit 6. The exhaust module 2, air pump 3, heater 5, and after-treatment unit 6 are connected sequentially along the exhaust direction of the gas. That is, after the gas in cylinder 1 is discharged through the exhaust module 2, it passes through the air pump 3, heater 5, and after-treatment unit 6 in sequence before being discharged. Heating the gas with the heater 5 allows the output gas to react more fully in the after-treatment unit 6, meeting the regeneration conditions of the after-treatment unit 6. In other words, the engine exhaust gas needs to meet the inlet temperature of the after-treatment unit to allow the gas to react fully and complete the after-treatment, especially under cold start conditions. Under certain conditions, by increasing the power of the air pump 3 and using the heater 5 to heat the exhaust gas, the engine exhaust gas can meet the regeneration conditions of the after-treatment unit 6 without switching the engine operating mode. That is, it is not necessary to switch to the regeneration mode to meet the regeneration conditions of the after-treatment unit, so that the engine can operate under low fuel consumption conditions, thereby achieving energy saving and emission reduction.
[0071] In addition, the engine may also include a compressor 7, an intake manifold 8, and an intercooler 9. The exhaust module 2 may also include an exhaust manifold 23, and exhaust valves 21 may be connected to the exhaust manifold 23. The intake manifold 8 may be located at the intake end of cylinder 1 for intake of cylinder 1. The exhaust manifold 23 may be located at the exhaust end of cylinder 1 for exhaust of cylinder 1. The compressor 7 is connected to the turbine 22 to increase the gas pressure in the system. The aftertreatment unit 6 discharges the gas into the external environment 11, and the compressor 7 may draw in air from the external environment 11. The intercooler 9 is located between the compressor 7 and the intake manifold 8. The intercooler 9 is a component of the turbine 22 and is used to reduce the temperature of the high-temperature air after boosting, thereby reducing the engine's thermal load, increasing the intake volume, and thus increasing the engine's power. The heater 5 may also be equipped with a battery 10 to power the heater 5.
[0072] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0073] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.
Claims
1. A method of operating an engine, characterized by, include: Provide exhaust module (2); When the exhaust module (2) is turned on at a preset exhaust time, the gas pressure output at the exhaust module (2) is adjusted, and the preset exhaust time is later than the exhaust timing of the exhaust module (2); The exhaust module (2) includes a camshaft, a cam, an exhaust valve (21), and a turbine (22). The cam is mounted on the camshaft and is used to adjust the opening and closing of the exhaust valve (21). The preset exhaust timing is later than the exhaust timing by delaying the angle of the valve opening section in the profile of the cam by 30°–40° along the rotation direction of the cam. An air pump is provided, and the air pump (3) is located downstream of the exhaust of the turbine (22); When the exhaust module (2) is opened at the preset exhaust time, the air pump (3) is turned on, so that the air pump (3) forms a negative pressure downstream of the turbine (22) to increase the negative pressure behind the turbine (22), so that the turbine (22) can have sufficient pressure to draw out the gas in the cylinder through the exhaust valve (21) and maintain the turbine (22) at the original working point.
2. The method of operating an engine of claim 1, wherein, The shape of the cam is adjusted through a preset machining process.
3. The method of operating an engine of claim 1, wherein, After adjusting the gas pressurization output at the exhaust module (2), the following is also included: The gas output from the exhaust module (2) is heated.
4. The method of operating an engine of claim 3, wherein, Heating the gas output from the exhaust module (2) includes: Provides a heater (5) and a post-processor (6); When the exhaust module (2) is turned on at the preset exhaust time, the heater (5) is adjusted to remain on, and the gas output by the exhaust module (2) enters the heater (5) and the post-processor (6) in sequence.
5. An engine characterized by, include: Cylinder (1); The exhaust module (2) is used to regulate the discharge of gas in the cylinder (1). The exhaust module (2) is connected to the cylinder (1), and the opening time of the exhaust module (2) is a preset exhaust time. An air pump (3) is used to pressurize and output the gas at the exhaust module (2), and the air pump (3) is connected to the exhaust module (2); The control module (4) is used to adjust the preset exhaust time to be later than the exhaust timing of the exhaust module (2), and to adjust the on / off state of the air pump (3). The control module (4) is communicatively connected to the exhaust module (2) and the air pump (3). The exhaust module (2) includes a camshaft, a cam, and an exhaust valve (21). The exhaust valve (21) is used to regulate the gas output in the cylinder (1). The exhaust valve (21) is disposed on the cylinder (1). The cam is disposed on the camshaft and is used to regulate the opening and closing of the exhaust valve (21). The angle of the valve opening section in the profile of the cam is extended by 30°–40° along the rotation direction of the cam. The exhaust module (2) includes a turbine (22), which is disposed between the exhaust valve (21) and the air pump (3). The air pump (3) is configured to generate a negative pressure downstream of the turbine (22) when it is turned on, so as to increase the negative pressure behind the turbine (22), thereby enabling the turbine (22) to have sufficient pressure to draw out the gas in the cylinder (1) through the exhaust valve (21) and maintain the turbine (22) at the original operating point.
6. The engine of claim 5, wherein The cam shape is pre-processed.
7. The engine of claim 5, wherein The air pump includes an electric pump; The control module includes an electronic control unit.
8. The engine according to claim 5, characterized in that, The engine also includes a heater (5) and an after-processor (6), and the exhaust module (2), the air pump (3), the heater (5) and the after-processor (6) are connected in sequence along the exhaust direction of the gas.