Valve actuating mechanism and engine

Abstract

The invention discloses an air distribution mechanism and an engine, the air distribution mechanism comprises a cylinder body, a one-way air inlet valve and an exhaust mechanism, and the cylinder body comprises an air inlet end, an exhaust end and an airflow channel; the crankshaft is used for driving the piston to reciprocate in the airflow channel; the one-way air inlet valve is arranged in the cylinder body, and air can be unidirectionally conducted in the direction from the air inlet end to the interior of the cylinder body; the exhaust mechanism comprises a first rail wheel assembly and an exhaust component, the first rail wheel assembly is provided with a first rail groove, and the exhaust component is slidably arranged in the first rail groove, so that the first rail wheel assembly can rotate to drive the exhaust component to move along the track line of the first rail groove, and the exhaust end is opened or closed at the specific time. The one-way air inlet valve is configured to be in a pressure-first automatic air inlet mode, the first rail wheel assembly is used for enabling the exhaust component to move along the track line of the first rail groove so as to achieve multiple exhaust modes, different exhaust modes are achieved through the design of different rail wheels, and the one-way air inlet valve is applied to engines with variable volumes, variable strokes and the like.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a valve train and an engine. Background Art

[0002] Most piston reciprocating engines in the related art use a valve train with only one type of two-stroke or four-stroke, resulting in a single engine function and low fuel utilization. Even if there is a shift mechanism to switch between two-stroke and four-stroke, the valve train has a single valve train scheme and a complex exhaust valve structure, which is prone to failure. Summary of the invention

[0003] The purpose of this application is to solve at least one of the technical problems existing in the prior art. To this end, this application proposes a valve mechanism,

[0004] The present application also proposes an engine comprising the above-mentioned valve train.

[0005] According to the first aspect of the present application, the valve mechanism includes:

[0006] A cylinder body including an intake end, an exhaust end and an air flow passage therebetween;

[0007] A piston disposed in the cylinder;

[0008] A crankshaft, used to drive the piston to reciprocate in the air flow channel;

[0009] A one-way air intake valve is arranged in the cylinder body, and when the difference between the air pressure in the cylinder body and the external air pressure reaches a preset value, the one-way air intake valve can make the gas flow in a one-way direction from the air intake end to the cylinder body;

[0010] The exhaust mechanism comprises a first rail wheel assembly and an exhaust component, wherein the first rail wheel assembly has a first rail groove, and the exhaust component is slidably arranged in the first rail groove, so that the first rail wheel assembly can drive the exhaust component to move along the trajectory line of the first rail groove by rotating and open or close the exhaust end at a specific time.

[0011] The valve mechanism according to the first aspect of the embodiment of the present application has at least the following beneficial effects: during the entire valve timing process of the cylinder, the one-way intake valve is configured as a pressure-priority automatic intake mode, and the first rail wheel assembly is utilized to enable the exhaust component to move along the trajectory of the first rail groove to achieve a variety of exhaust modes, and different exhaust forms are achieved through the design of different rail wheels and applied to engines with variable volume, variable stroke, etc. The design of the above-mentioned exhaust mechanism not only reduces a large number of spare parts and reduces the probability of parts damage and failure, but also can more reasonably utilize the power characteristics of different configurations to work, is more environmentally friendly and energy-saving, and increases engine functions and performance, providing users with more mode choices.

[0012] According to the valve mechanism described in the embodiment of the first aspect of the present application, the exhaust mechanism also includes a second rail wheel assembly and a shift component, the second rail wheel assembly has a second rail groove, and the shift component is used to switch the exhaust component with the first rail wheel assembly or the second rail wheel assembly to enable the exhaust component to move along the trajectory of the first rail groove or the second rail groove and open or close the exhaust end at a specific time.

[0013] According to the valve train described in the embodiment of the first aspect of the present application, the exhaust mechanisms are provided in at least two groups, and the number of the exhaust ends corresponds to the number of the exhaust mechanisms, so as to be applied to a multi-cylinder engine.

[0014] According to the valve mechanism described in the first aspect embodiment of the present application, the exhaust mechanism includes a first rotating shaft, a first gear and a second gear, the first gear is set at the same speed as the crankshaft, the second gear is meshed with the first gear, the second gear is connected to the first rotating shaft, and the first rotating shaft is used to drive the first rail wheel assembly and the second rail wheel assembly to rotate synchronously.

[0015] According to the valve mechanism described in the embodiment of the first aspect of the present application, the exhaust mechanism includes a sleeve, and the first rail wheel assembly and the second rail wheel assembly are synchronously slidably arranged on the first rotating shaft through the sleeve, and the exhaust component includes a first pin shaft, a second pin shaft and a rocker arm assembly, the first pin shaft is arranged on one side of the rocker arm assembly, and the second pin shaft is arranged on the other side opposite to the rocker arm assembly, the rocker arm assembly is located between the first rail wheel assembly and the second rail wheel assembly and is used to open or close the exhaust end, and the shift component is used to drive the first rail wheel assembly and the second rail wheel assembly to move synchronously along the axial direction of the first rotating shaft, so that the first pin shaft can cooperate with the first rail groove, or the second pin shaft can cooperate with the second rail groove.

[0016] According to the valve mechanism described in the embodiment of the first aspect of the present application, the shift component includes a shift fork, the first rail-wheel assembly or the second rail-wheel assembly includes a wheel disc, and the shift fork acts on the wheel disc and can move axially along the first rotating shaft.

[0017] According to the valve mechanism described in the embodiment of the first aspect of the present application, the rocker arm assembly includes a rocker rod, a second rotating shaft, a pusher head, an exhaust valve and an elastic member, the first pin shaft and the second pin shaft are respectively arranged on two opposite side surfaces of the rocker rod, the second rotating shaft is arranged on the rocker rod along the direction from one side surface of the rocker rod to the other opposite side surface, the pusher head is arranged on the rocker rod through the second rotating shaft, the exhaust valve is arranged on the pusher head, and the elastic member is arranged between the exhaust valve and the pusher head and is used to eliminate axial clearance.

[0018] According to the valve mechanism described in the embodiment of the first aspect of the present application, the intake end is located above the exhaust end and is arranged opposite to each other on the left and right, the one-way intake valve is arranged in the air flow channel, the one-way intake valve includes a valve port that opens downwardly and tilted toward the intake end, and the top of the piston is provided with an inclined surface pointing to the exhaust end, and the inclined surface and the valve port are used to cooperate with the air flow channel to form a circulation channel.

[0019] According to the valve distribution mechanism described in the embodiment of the first aspect of the present application, an intake air guide cover structure is provided between the intake end and the one-way intake valve, and the intake air guide cover structure is used to enable the gas at the intake end to flow to the one-way intake valve at a preset angle.

[0020] The engine according to the embodiment of the second aspect of the present application includes: the valve mechanism as described in the embodiment of the first aspect of the present application.

[0021] It is not difficult to understand that the engine in the second aspect embodiment of the present application has the technical effect of the valve mechanism in the first aspect embodiment described above, and therefore it will not be described in detail.

[0022] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present application is further described below with reference to the accompanying drawings and embodiments;

[0024] Figure 1 This is a schematic diagram of the four-stroke intake mode in the embodiment of the present application;

[0025] Figure 2 This is a schematic diagram of a four-stroke supercharging mode in an embodiment of the present application;

[0026] Figure 3 This is a schematic diagram of the compression mode of the four-stroke in the embodiment of the present application;

[0027] Figure 4 This is a schematic diagram of the four-stroke working mode in the embodiment of the present application;

[0028] Figure 5 This is a schematic diagram of a four-stroke exhaust mode in an embodiment of the present application;

[0029] Figure 6 This is a schematic diagram of a four-stroke scavenging mode in an embodiment of the present application;

[0030] Figure 7 This is a schematic diagram of the compression mode of the second stroke in the embodiment of the present application;

[0031] Figure 8 This is a schematic diagram of the working mode of the second stroke in the embodiment of the present application;

[0032] Fig. 9 This is a schematic diagram of the exhaust mode of the two-stroke in the embodiment of the present application;

[0033] Fig.10 This is a schematic diagram of the scavenging mode of the two-stroke in the embodiment of the present application;

[0034] Fig.11 This is a schematic diagram of the two-stroke boost mode in the embodiment of the present application;

[0035] Fig.12 This is a schematic diagram of an exhaust mechanism configured as a single cylinder-single track wheel in an embodiment of the present application;

[0036] Fig.13 This is a schematic diagram of an exhaust mechanism configured as a multi-cylinder-single-rail wheel in an embodiment of the present application;

[0037] Fig.14 This is a schematic diagram of an exhaust mechanism configured as a single cylinder-dual track wheel in an embodiment of the present application;

[0038] Fig.15 This is a schematic diagram of an exhaust mechanism configured as a double-cylinder-double-track wheel in an embodiment of the present application;

[0039] Fig.16 Schematic diagram of the rocker arm assembly in an embodiment of the present application.

[0040] Reference numerals:

[0041] 100, cylinder body; 110, intake end; 120, exhaust end; 130, piston; 131, inclined surface; 140, crankshaft; 150, intake air guide cover structure;

[0042] 200, one-way air intake valve;

[0043] 300, exhaust mechanism; 310, first rail wheel assembly; 311, first rail groove; 312, wheel disc; 320, second rail wheel assembly; 321, second rail groove; 330, shift component; 340, exhaust component; 341, first pin shaft; 342, second pin shaft; 343, rocker arm assembly; 3431, rocker arm rod; 3432, second rotating shaft; 3433, push head; 3434, exhaust valve; 3435, elastic member; 350, first rotating shaft; 360, first gear; 370, second gear; 380, bushing. DETAILED DESCRIPTION

[0044] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0045] In the description of the present application, it should be understood that descriptions involving orientation, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0046] In the description of this application, "several" means one or more, "more" means at least two, "greater than", "less than", "exceed", etc. are understood to exclude the number itself, and "above", "below", "within", etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0047] In the description of this application, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in this application after combining the specific content of the technical solution.

[0048] Reference Figures 1 to 16 The valve mechanism of the first embodiment of the present application is applied to a reciprocating piston 130 engine and is also suitable for engines using various fuels such as alcohol, gas, oil, hydrogen, etc. The valve mechanism includes a cylinder 100, a one-way intake valve 200 and an exhaust mechanism 300.

[0049] The cylinder body 100 includes an intake end 110, an exhaust end 120 and an air flow channel therebetween; a piston 130 is disposed in the cylinder body 100; a crankshaft 140 is used to drive the piston 130 to reciprocate in the air flow channel; a one-way intake valve 200 is disposed in the cylinder body 100, and when the difference between the air pressure in the cylinder body 100 and the external air pressure reaches a preset value, the one-way intake valve 200 can allow the gas to flow in a one-way manner from the intake end 110 to the inside of the cylinder body 100; the exhaust mechanism 300 includes a first rail wheel assembly 310 and an exhaust component 340, the first rail wheel assembly 310 has a first rail groove 311, and the exhaust component 340 is slidably disposed in the first rail groove 311, so that the first rail wheel assembly 310 can drive the exhaust component 340 to move along the trajectory of the first rail groove 311 by rotating and open or close the exhaust end 120 at a specific time.

[0050] It can be understood that during the entire cylinder valve timing process, the one-way intake valve 200 is configured as a pressure-priority automatic intake mode, and the first rail wheel assembly 310 enables the exhaust component 340 to move along the trajectory of the first rail groove 311 to achieve a variety of exhaust methods. Different exhaust forms are achieved through the design of different rail wheels and are applied to engines with variable volume, variable stroke, etc. The design of the above-mentioned exhaust mechanism 300 not only reduces a large number of spare parts and reduces the probability of part damage and failure, but also can more reasonably utilize the power characteristics of different configurations, is more environmentally friendly and energy-saving, and increases engine functions and performance, giving users more mode choices.

[0051] In some embodiments of the present application, the exhaust mechanism 300 also includes a second rail wheel assembly 320 and a shift component 330, the second rail wheel assembly 320 has a second rail groove 321, and the shift component 330 is used to switch the exhaust component 340 with the first rail wheel assembly 310 or the second rail wheel assembly 320, so that the exhaust component 340 can move along the trajectory of the first rail groove 311 or the second rail groove 321 and open or close the exhaust end 120 at a specific time. It can be understood that the shift component 330 is used to switch the exhaust component 340 with the first rail wheel assembly 310 or the second rail wheel assembly 320, so that the exhaust component 340 can move along the trajectory of the first rail groove 311 or the second rail groove 321 to achieve a variety of exhaust methods. Through the design of a variety of rail wheel combinations, different exhaust forms can be achieved and applied to engines with variable volume, variable stroke, etc. The design of the above-mentioned exhaust mechanism 300 not only reduces a large number of spare parts and reduces the probability of part damage and failure, but also can more reasonably utilize the power characteristics of different configurations to work, is more environmentally friendly and energy-saving, and increases engine functions and performance, giving users more mode choices.

[0052] In some embodiments, reference Fig.14The exhaust mechanism 300 includes a first rail wheel assembly 310, a second rail wheel assembly 320, a shift component 330 and an exhaust component 340. The first rail wheel assembly 310 has a first rail groove 311, and the second rail wheel assembly 320 has a second rail groove 321. The shift component 330 is used to switch the exhaust component 340 with the first rail wheel assembly 310 or the second rail wheel assembly 320, so that the exhaust component 340 can move along the trajectory of the first rail groove 311 or the second rail groove 321 and open or close the exhaust end 120 at a specific time. The first rail wheel assembly 310 is designed with a first rail groove 311 according to the two-stroke control of the exhaust component 340, and the second rail wheel assembly 320 is designed with a second rail groove 321 according to the four-stroke control of the exhaust component 340, so that the first rail wheel assembly 310 and the second rail wheel assembly 320 are suitable for use in single-cylinder or multi-cylinder situations. According to different valve timing schemes, only the path of the rail groove on the rail wheel needs to be adjusted to limit the movement mode of the exhaust component 340, thereby reducing the large number of parts design of the exhaust valve 3434, reducing weight, reducing volume, and reducing or eliminating the probability of part damage and failure.

[0053] In other embodiments, at least two sets of rail wheels can be provided, and the shift component 330 can be used to make the exhaust component 340 cooperate with one of the rail wheels. By adopting the under-cylinder range layout and using multiple sets of rail wheels, multiple exhaust methods can be achieved to further improve the flexibility of the valve timing design, increase engine functions and performance, provide users with more mode choices, and more reasonably utilize the power characteristics of different configurations, which is more environmentally friendly and saves carbon emissions.

[0054] In some embodiments of the present application, at least two exhaust mechanisms 300 are provided, and the number of exhaust ports 120 corresponds to the number of exhaust mechanisms 300, so as to be applied to a multi-cylinder engine. It is understandable that in this embodiment, multiple exhaust mechanisms 300 can be applied to a multi-cylinder engine, thereby meeting the use requirements of different working conditions and equipment.

[0055] In some embodiments, when at least two sets of rail wheels are provided, the shift component 330 is used to drive each exhaust component 340 to operate simultaneously and switch with the first rail wheel assembly 310 or the second rail wheel assembly 320, or multiple shift components 330 are provided to drive each exhaust component 340 respectively and switch with the first rail wheel assembly 310 or the second rail wheel assembly 320.

[0056] In some embodiments, according to the characteristics of the valve train: the exhaust method determines the two-stroke or four-stroke or volume, and the rail wheel can be designed with a variety of tracks within the allowable range. Fig.12 and Fig.13The single track wheel in the exhaust mechanism does not have a track wheel changing function, and has only one exhaust method, which is an exhaust track wheel for an engine with a fixed stroke and fixed volume, such as a four-stroke or two-stroke exhaust track wheel. Based on this function, multiple mechanisms can be replicated for use in multi-cylinder engines.

[0057] In some embodiments, reference Fig.14 and Fig.15 According to the characteristics of this valve train: the exhaust method determines the two-stroke or four-stroke or volume, and the rail wheel can be designed with multiple tracks within the allowable range. The double-track wheel in the exhaust mechanism has a track wheel replacement function (i.e., a double-track wheel set), which is a mechanism that includes two exhaust methods. The replacement of two different rail wheels in the rail wheel set can realize a variable volume and variable stroke engine, such as changing the track of a four-stroke engine to a two-stroke engine or changing the track of the same stroke engine to a different volume engine. Based on this function, multiple mechanisms can be copied for use in multi-cylinder engines.

[0058] In other embodiments, each group of exhaust mechanisms 300 may specifically involve the number of rail wheels, such as one group of exhaust mechanisms 300 includes a first rail wheel assembly 310 and an exhaust component 340, and another group of exhaust mechanisms 300 includes a first rail wheel assembly 310, a second rail wheel assembly 320, a shift component 330 and an exhaust component 340. The shift component 330 adaptively selects an exhaust component 340 that can achieve shifting according to the setting of the specific exhaust mechanism, so that it can switch with the rail wheels therein to meet different usage requirements.

[0059] In some embodiments of the present application, the exhaust mechanism 300 includes a first rotating shaft 350, a first gear 360 and a second gear 370. The first gear 360 is set at the same speed as the crankshaft 140, the second gear 370 is meshed with the first gear 360, and the second gear 370 is connected to the first rotating shaft 350. The first rotating shaft 350 is used to drive the first rail wheel assembly 310 and the second rail wheel assembly 320 to rotate synchronously. It can be understood that the driving component drives the crankshaft 140 to rotate and drives the first gear 360 to rotate at the same time, so that the first gear 360 is at the same speed as the crankshaft 140, the second gear 370 is meshed with the first gear 360 for transmission, the first rotating shaft 350 is fixed to the axis of the second gear 370 and transmits torque, so that the first rail wheel assembly 310 and the second rail wheel assembly 320 can rotate synchronously, and the exhaust component 340 selects one of the rail wheels to cooperate to realize the opening and closing of the exhaust end 120.

[0060] In some embodiments, the transmission ratio of the first gear 360 to the second gear 370 is 2:1, so that the exhaust valve 3434 can be opened and closed at a suitable time.

[0061] In some embodiments, the first rotating shaft 350 is a spline shaft, which is fixed to the axis of the second gear 370 and transmits torque through the spline.

[0062] In other embodiments, the exhaust mechanism 300 further includes a driving component, which utilizes a transmission member such as a spline to drive the first rotating shaft 350 to rotate so that the first rail wheel assembly 310 and the second rail wheel assembly 320 can rotate synchronously, eliminating the gear transmission method and directly using the driving component for driving, thereby simplifying the driving method.

[0063] In some embodiments of the present application, the exhaust mechanism 300 includes a sleeve 380, and the first rail wheel assembly 310 and the second rail wheel assembly 320 are synchronously slidably arranged at intervals on the first rotating shaft 350 through the sleeve 380. The exhaust component 340 includes a first pin 341, a second pin 342 and a rocker arm assembly 343. The first pin 341 is arranged on one side of the rocker arm assembly 343, and the second pin 342 is arranged on the other side of the rocker arm assembly 343. The rocker arm assembly 343 is located between the first rail wheel assembly 310 and the second rail wheel assembly 320 and is used to open or close the exhaust end 120. The shift component 330 is used to drive the first rail wheel assembly 310 and the second rail wheel assembly 320 to move synchronously along the axial direction of the first rotating shaft 350, so that the first pin 341 can cooperate with the first rail groove 311, or the second pin 342 can cooperate with the second rail groove 321.

[0064] It can be understood that the two ends of the sleeve 380 are fixedly connected to the first rail wheel assembly 310 and the second rail wheel assembly 320 to form a rail wheel assembly, and the rail wheel assembly can slide axially on the first rotating shaft 350 through the sleeve 380 and rotate with the second gear 370. The track lines of the rail grooves in the first rail wheel assembly 310 and the second rail wheel assembly 320 are different according to the design purpose, and the first rail wheel assembly 310 and the second rail wheel assembly 320 must be used separately, and the shaft of the pin exhaust component 340 is embedded in the first rail wheel assembly 310 or the second rail wheel assembly 320 to realize the opening and closing of the exhaust end 120.

[0065] In some embodiments of the present application, the shifting component 330 includes a shift fork, the first rail wheel assembly 310 or the second rail wheel assembly 320 includes a wheel disc 312, and the shift fork acts on the wheel disc 312 and can move along the axial direction of the first rotating shaft 350. It can be understood that the shift fork shifts the wheel disc 312 to change the left and right positions of the rail wheel assembly, so that the pin shaft and the first rail wheel assembly 310 or the second rail wheel assembly 320 can be exchanged.

[0066] In some embodiments, the wheel disc 312 is disposed at the outer end of the first rail wheel assembly 310, and the wheel disc 312 is moved by the shift fork to make the first rail wheel assembly 310 move and drive the second rail wheel assembly 320 to move. In other embodiments, the wheel disc 312 is disposed at the outer end of the second rail wheel assembly 320, and the wheel disc 312 is moved by the shift fork to make the second rail wheel assembly 320 move and drive the first rail wheel assembly 310 to move. It can be understood that the rail wheel shift mechanism is composed of more than one rail wheel, and the shaft sleeve 380 is arranged on the spline shaft and equipped with a shift fork that shifts the wheel disc 312 to achieve axial shifting.

[0067] In some embodiments, the shift fork can be manually operated to achieve gear shifting, and in other embodiments, a transmission component can be configured to be connected to the shift fork, and the shift fork can be operated using, for example, a hand wheel. In other embodiments, a drive component can be configured to drive the shift fork to move, thereby achieving gear shifting.

[0068] In some embodiments of the present application, the rocker arm assembly 343 includes a rocker arm 3431, a second rotating shaft 3432, a pusher head 3433, an exhaust valve 3434 and an elastic member 3435. The first pin shaft 341 and the second pin shaft 342 are respectively arranged on two opposite side surfaces of the rocker arm 3431. The second rotating shaft 3432 is arranged on the rocker arm 3431 in a direction from one side surface of the rocker arm 3431 to the other opposite side surface. The pusher head 3433 is arranged on the rocker arm 3431 through the second rotating shaft 3432. The exhaust valve 3434 is arranged on the pusher head 3433. The elastic member 3435 is arranged between the exhaust valve 3434 and the pusher head 3433 and is used to eliminate the axial clearance.

[0069] It can be understood that the push head 3433 is swung up and down by inserting the pin into the first rail groove 311 or the second rail groove 321, and the rocker arm and the center axis are set. The push head 3433 of the rocker arm is clamped on the lower part of the valve stem with sufficient movable clearance, and the elastic member 3435 is set at the contact point between the lower part of the valve stem and the push head 3433 to eliminate the axial clearance. The push head 3433 swings up and down to make the valve move up and down, and the exhaust valve switch control can be realized.

[0070] In some embodiments, the rocker arm is angularly changed from horizontal swing to vertical swing, and a spring member 3435 for shock absorption and elimination of valve stem movement is provided at the swing head.

[0071] In some embodiments, the elastic member 3435 is a spring sheet or a spring.

[0072] In some embodiments of the present application, the cylinder 100 includes a piston 130 and a crankshaft 140, the piston 130 is disposed in the cylinder 100, and the crankshaft 140 is used to drive the piston 130 to reciprocate. It can be understood that the intake valve adopts a one-way pressure automatic opening valve, which is controlled by pressure and is a valve that only allows air to enter but not to exit, while the exhaust valve adopts a track wheel structure, and the exhaust component 340 runs along the track line, so that the exhaust valve 3434 can be opened and closed at the appropriate time, and with the special structural design of the intake valve and the exhaust valve 3434, the crankshaft 140 can be controlled by the driving component to drive the piston 130 to reciprocate and perform actions such as pressurizing, compressing or exhausting the gas. For example, in some embodiments, when the cylinder 100 is pressurized: the exhaust valve 3434 is closed, the intake duct pressure is greater than the cylinder pressure, the intake valve is opened due to the duct pressure, the piston 130 is in the upward stage and is still moving upward to achieve the pressurization of the cylinder 100, and other actions can be deduced by analogy, thereby completing the six steps of the four-stroke: intake, supercharging, compression, power, exhaust, and scavenging, or completing the two-stroke supercharging mode when the crankshaft 140 rotates 360 degrees to complete 5 steps: compression, power, exhaust, scavenging, and supercharging.

[0073] In some embodiments of the present application, the intake end 110 is located above the exhaust end 120 and is arranged opposite to each other on the left and right sides. The one-way intake valve 200 is arranged in the air flow channel. The one-way intake valve 200 includes a valve port that opens downwardly and tilts toward the intake end 110. The top of the piston 130 is provided with an inclined surface 131 pointing to the exhaust end. The inclined surface 131 and the valve port are used to cooperate with the air flow channel to form a circulation channel for exhaust. It can be understood that the top of the piston 130 is designed with an inclined surface 131, which serves as a function of guiding the direction of the air flow. In conjunction with the cavity in the cylinder body 100 used to limit the movement of the piston 130, a "U-shaped circulation channel" that can realize the scavenging function is formed. In some embodiments, the formation of the "U-shaped circulation channel" includes the following conditions: the exhaust intake valve is opened, the piston 130 is in the upper stroke position stage, and the piston 130 is inclined 131 pointing to the exhaust port, and the air flow flows back to the exhaust port from top to bottom in the cylinder.

[0074] In some embodiments of the present application, an air intake guide cover structure 150 is provided between the air intake end 110 and the one-way air intake valve 200, and the air intake guide cover structure 150 is used to allow the gas at the air intake end 110 to flow to the one-way air intake valve 200 at a preset angle. It is understandable that sufficient air storage space is reserved above the air intake valve to serve as an air flow guide structure, and the air flow shrinks and changes an angle after flowing upward and flows along the angled channel to the one-way air intake valve 200, thereby improving the efficiency of gas flow.

[0075] In some embodiments of the present application, the one-way intake valve 200 includes an intake reed one-way valve. It is understandable that the one-way intake of the reed valve is realized by pressure-priority automatic intake, that is, it automatically opens when the air pressure in the cylinder is less than the external airway pressure, and automatically closes when the air pressure in the cylinder is greater than the external airway pressure.

[0076] In some embodiments of the present application, examples of the four-stroke six-step supercharging mode include:

[0077] The four-stroke cycle is a four-stroke cycle completed by the crankshaft rotating 140 degrees for 720 degrees, with six steps: intake, boost, compression, power generation, exhaust, and scavenging.

[0078] Intake: Reference Figure 1 First, the shift fork is in the positive position and the pin is embedded in the second rail wheel assembly 320 to make it work along the running track, and the swing head is swung down through the shaft of the rocker arm to close the exhaust valve 3434. At this time, the piston 130 moves downward from the top to the bottom, and the reed intake valve is always in the open state due to the airway pressure outside the cylinder and the negative pressure inside the cylinder.

[0079] Boost: Refer to Figure 2 , the piston 130 turns to move upward, and the pressure in the cylinder does not stop after rising to 1 air pressure. Under the action of the air pressure in the intake duct being greater than 1 air pressure, the intake valve remains open, so that the pressure entering the cylinder continues to rise to be equal to the air pressure in the intake duct, and then the intake valve begins to close.

[0080] Compression: Reference Figure 3 As the piston 130 continues to move upward, the pressure in the cylinder increases, and the reed valve returns to its original shape due to the elastic force, that is, it is automatically closed, and the fuel nozzle begins to spray oil mist. When the piston 130 moves upward to the top dead center, the compression stroke is completed.

[0081] Work done: Reference Figure 4 When the piston 130 reaches the top dead center, the spark plug ignites the compressed oil and gas to do work, and the piston 130 is pushed down to the bottom dead center. At this time, the intake and exhaust valves are always in a closed state.

[0082] Exhaust, see Figure 5 , the piston 130 moves upward after reaching the bottom dead center, the first gear 360 drives the second gear 370, and then drives the second rail wheel assembly 320 to rotate synchronously, the pin moves to the right under the influence of the track force of the rail wheel, the rocker arm forces the swing head upward through the shaft, drives the exhaust rod, and opens the exhaust valve 3434 to exhaust. At this time, the air pressure in the cylinder is in the high pressure period, and the intake reed valve is in the closed state.

[0083] Scavenging: Refer to Figure 6, the piston 130 moves upward to the f section and the exhaust valve 3434 continues to open. At this time, when the air pressure in the cylinder drops to nearly 1 atmosphere, the air pressure in the intake duct rushes open the intake valve under the strong action to intake air. The gas entering the cylinder forms a "U-shaped circulation channel" under the action of the shape of the inclined surface 131 of the piston 130 for scavenging, which can further blow away the residual exhaust gas in the cylinder.

[0084] In some embodiments of the present application, the two-stroke supercharging mode includes, for example: the two-stroke supercharging mode completes five steps when the crankshaft 140 rotates 360 degrees, namely: compression, power generation, exhaust, scavenging, and supercharging.

[0085] To use the two-stroke operation mode, the shift fork is first controlled to drive the wheel disc 312, so that the pin is embedded in the track groove of the first rail wheel assembly 310 and works. At the same time, the intake end 110 maintains an intake pressure greater than 1 atmospheric pressure.

[0086] Compression: Reference Figure 7 , the exhaust valve is in a closed state, and the pressure generated in the cylinder when the piston 130 moves upward is greater than the airway pressure, so that the intake valve is automatically closed, the fuel (gas) nozzle begins to spray oil mist, and the piston 130 continues to move upward to the top dead center.

[0087] Work done: Reference Figure 8 After the piston 130 reaches the top dead center, the spark plug ignites, ignites the combustible high-pressure mixed gas, pushes the piston 130 downward, and the intake and exhaust valves 3434 are in a closed state.

[0088] Exhaust: Refer to Fig. 9 When the piston 130 moves downward to a distance i, the trajectory of the first rail-wheel assembly 310 turns to the right of the exhaust angle pin axis, and the push head 3433 moves upward to open the exhaust valve 3434, and the high-pressure exhaust gas is discharged.

[0089] Scavenging: Refer to Fig.10 , the piston 130 continues to move downward to position j. The exhaust valve is more open than before. At this time, the high-pressure exhaust gas after the explosion in the cylinder is basically discharged. When the pressure in the cylinder is lower than the pressure in the external intake duct, the reed valve automatically opens, so fresh air rushes into the cylinder. The inclined surface 131 of the piston 130 guides the gas to form a "U-shaped circulation channel", and the gas is directly discharged from the exhaust valve 3434 to replace the fresh air.

[0090] Boost: Refer to Fig.11 , the crankshaft 140 operates to make the piston 130 move upward from the bottom dead center to the distance k, which is the end of scavenging. The rail wheel rotates to close the exhaust valve immediately. At this time, since the pressure in the cylinder is still at normal pressure, the air pressure in the intake duct must be higher than the air pressure in the cylinder. The intake reed valve does not close immediately and the intake is still in progress until it starts to close when it is balanced with the air pressure in the intake duct.

[0091] Reference Figures 1 to 16 The engine of the second aspect embodiment of the present application may be a reciprocating piston engine, and the engine includes the valve mechanism of the first aspect embodiment of the present application, thereby reducing a large number of spare parts and saving the use of raw materials, reducing the probability of part damage and failure and increasing reliability and durability, being able to more reasonably utilize the power characteristics of different configurations, being more environmentally friendly and energy-saving, and increasing engine functions and performance, providing users with more mode choices.

[0092] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described 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.

[0093] The embodiments of the present application are described in detail above in conjunction with the accompanying drawings, but the present application is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the technical field without departing from the purpose of the present application.

Claims

1. A valve train, characterized in that: include: A cylinder body including an intake end, an exhaust end and an air flow passage therebetween; A piston disposed in the cylinder; A crankshaft, used to drive the piston to reciprocate in the air flow channel; A one-way air intake valve is arranged in the cylinder body, and when the difference between the air pressure in the cylinder body and the external air pressure reaches a preset value, the one-way air intake valve can make the gas flow in a one-way direction from the air intake end to the cylinder body; The exhaust mechanism comprises a first rail wheel assembly and an exhaust component, wherein the first rail wheel assembly has a first rail groove, and the exhaust component is slidably arranged in the first rail groove, so that the first rail wheel assembly can drive the exhaust component to move along the trajectory line of the first rail groove by rotating and open or close the exhaust end at a specific time.

2. The valve train according to claim 1, characterized in that: The exhaust mechanism also includes a second rail wheel assembly and a shift component, the second rail wheel assembly has a second rail groove, and the shift component is used to switch the exhaust component with the first rail wheel assembly or the second rail wheel assembly so that the exhaust component can move along the trajectory of the first rail groove or the second rail groove and open or close the exhaust end at a specific time.

3. The valve train according to claim 1 or 2, characterized in that: The exhaust mechanism is provided in at least two groups, and the number of the exhaust ends corresponds to the number of the exhaust mechanisms, so as to be applied to a multi-cylinder engine.

4. The valve train according to claim 2, characterized in that: The exhaust mechanism includes a first rotating shaft, a first gear and a second gear, the first gear is set at the same speed as the crankshaft, the second gear is meshed with the first gear, the second gear is connected to the first rotating shaft, and the first rotating shaft is used to drive the first rail wheel assembly and the second rail wheel assembly to rotate synchronously.

5. The valve train according to claim 4, characterized in that: The exhaust mechanism includes a shaft sleeve, and the first rail wheel assembly and the second rail wheel assembly are synchronously slidably arranged on the first rotating shaft at intervals through the shaft sleeve. The exhaust component includes a first pin shaft, a second pin shaft and a rocker arm assembly. The first pin shaft is arranged on one side of the rocker arm assembly, and the second pin shaft is arranged on the other opposite side of the rocker arm assembly. The rocker arm assembly is located between the first rail wheel assembly and the second rail wheel assembly and is used to open or close the exhaust end. The shift component is used to drive the first rail wheel assembly and the second rail wheel assembly to move synchronously along the axial direction of the first rotating shaft, so that the first pin shaft can cooperate with the first rail groove, or the second pin shaft can cooperate with the second rail groove.

6. The valve train according to claim 5, characterized in that: The shift component includes a shift fork, the first rail-wheel assembly or the second rail-wheel assembly includes a wheel disc, and the shift fork acts on the wheel disc and can move along the axial direction of the first rotating shaft.

7. The valve train according to claim 5, characterized in that: The rocker arm assembly includes a rocker arm, a second rotating shaft, a pusher head, an exhaust valve and an elastic member, the first pin shaft and the second pin shaft are respectively arranged on two opposite side surfaces of the rocker arm, the second rotating shaft is arranged on the rocker arm along the direction from one side surface of the rocker arm to the other side surface opposite to the rocker arm, the pusher head is arranged on the rocker arm through the second rotating shaft, the exhaust valve is arranged on the pusher head, and the elastic member is arranged between the exhaust valve and the pusher head and is used to eliminate axial clearance.

8. The valve train according to claim 1, characterized in that: The air intake end is located above the air exhaust end and is arranged opposite to each other on the left and right. The one-way air intake valve is arranged in the air flow channel. The one-way air intake valve includes a valve port that opens downwardly and tilted toward the air intake end. The top of the piston is provided with an inclined surface pointing to the exhaust end. The inclined surface and the valve port are used to cooperate with the air flow channel to form a circulation channel for exhaust.

9. The valve train according to claim 8, characterized in that: An air intake guide cover structure is provided between the air intake end and the one-way air intake valve, and the air intake guide cover structure is used to enable the gas at the air intake end to flow to the one-way air intake valve at a preset angle.

10. An engine, characterized in that: include: A valve train as claimed in any one of claims 1 to 8.

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