An air distribution mechanism and an engine

Abstract

The present application discloses an air distribution mechanism and an engine. The air distribution mechanism includes a cylinder block, a one-way intake valve, and an exhaust mechanism. The cylinder block includes an intake end, an exhaust end, and an air flow passage; a crankshaft is used to drive a piston to reciprocate in the air flow passage; the one-way intake valve is disposed in the cylinder block and can unidirectionally conduct gas in the direction from the intake end to the inside of the cylinder block; the exhaust mechanism includes a first track wheel assembly and an exhaust component. The first track wheel assembly has a first track groove, and the exhaust component is slidably disposed in the first track groove so that the first track wheel assembly can drive the exhaust component to move along the trajectory line of the first track groove by rotation and open or close the exhaust end at a specific timing. The one-way intake valve is configured with a pressure-priority automatic intake method, and the first track wheel assembly is used to enable the exhaust component to move along the trajectory line of the first track groove, thereby realizing various exhaust methods. Different exhaust forms are realized through the design of different track wheels and applied to engines with variable volume, variable stroke, etc.

Description

Technical Field

[0001] The present application relates to the technical field of engines, and particularly to a valve train and an engine. Background Art

[0002] Most of the piston reciprocating engines in the related art use a valve train with only one form such as two-stroke or four-stroke, resulting in a single function of the engine and low fuel utilization rate. Even if there is a shifting mechanism for switching between two-stroke and four-stroke, the valve timing scheme of this valve train is single, and the exhaust valve structure therein is complex and prone to failure. Summary of the Invention

[0003] An object of the present application is to solve at least one of the technical problems existing in the prior art. For this purpose, the present application provides a valve train,

[0004] The present application also provides an engine including the above valve train.

[0005] The valve train according to the first aspect embodiment of the present application includes:

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

[0007] A piston, disposed in the cylinder block;

[0008] A crankshaft, for driving the piston to reciprocate in the air flow channel;

[0009] A one-way intake valve, disposed in the cylinder block, and the one-way intake valve can unidirectionally conduct gas in the direction from the intake end to the cylinder block when the difference between the air pressure in the cylinder block and the external air pressure reaches a preset value;

[0010] An exhaust mechanism, including a first track wheel assembly and an exhaust component, the first track wheel assembly has a first track groove, and the exhaust component is slidably disposed in the first track groove, so that the first track wheel assembly can drive the exhaust component to move along the track line of the first track groove by rotation and open or close the exhaust end at a specific time.

[0011] The valve train according to the embodiment of the first aspect of the present application has at least the following beneficial effects: During the entire gas distribution process of the cylinder, the one-way intake valve is configured to automatically intake air with pressure priority. The first rail wheel assembly enables the exhaust component to move along the trajectory line of the first rail groove, thereby realizing various exhaust modes. 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 exhaust mechanism not only reduces a large number of spare parts and the probability of part damage and failure, but also can more reasonably utilize the power characteristics during different configurations to work, is more environmentally friendly and energy-saving, and increases the functions and performance of the engine, giving users more mode options.

[0012] According to the valve train described in the embodiment of the first aspect of the present application, the exhaust mechanism further includes a second rail wheel assembly and a shifting component. The second rail wheel assembly has a second rail groove. The shifting component is used to switch the cooperation between the exhaust component and the first rail wheel assembly or the second rail wheel assembly, so that the exhaust component can move along the trajectory line 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, at least two sets of the exhaust mechanisms are provided, and the number of exhaust ends corresponds to the number of the exhaust mechanisms for application to a multi-cylinder engine.

[0014] According to the valve train described in the embodiment of the first aspect of the present application, the exhaust mechanism includes a first rotating shaft, a first gear, and a second gear. The first gear is arranged to rotate at the same speed as the crankshaft. The second gear meshes with the first gear, and the second gear is connected to the first rotating shaft. 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 train described in the embodiment of the first aspect of the present application, the exhaust mechanism includes a bushing. The first rail wheel assembly and the second rail wheel assembly are spaced apart on the first rotating shaft in a synchronously slidable manner through the bushing. 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 surface of the rocker arm assembly, and the second pin shaft is arranged on the opposite side surface 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 shifting component is used to drive the first rail wheel assembly and the second rail wheel assembly to move axially along the first rotating shaft synchronously, 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] The valve train according to the embodiment of the first aspect of the present application, the shifting component includes a shifting fork, the first rail wheel assembly or the second rail wheel assembly includes a wheel disc, and the shifting fork acts on the wheel disc and can move axially along the first rotating shaft.

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

[0018] The valve train according to the embodiment of the first aspect of the present application, the intake end is located above the exhaust end and is arranged opposite 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 obliquely downward toward the 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.

[0019] The valve train according to 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. 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] An engine according to the embodiment of the second aspect of the present application includes: the valve train 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 embodiment of the second aspect of the present application has the technical effects of the valve train in the embodiment of the first aspect as described above, and thus will not be elaborated here.

[0022] The additional aspects and advantages of the present application will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present application. Description of the Drawings

[0023] The following further illustrates the present application in conjunction with the drawings and embodiments;

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

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

[0026] Figure 3 Schematic diagram of the compression mode of the four-stroke in the embodiment of the present application;

[0027] Figure 4 Schematic diagram of the power mode of the four-stroke in the embodiment of the present application;

[0028] Figure 5 Schematic diagram of the exhaust mode of the four-stroke in the embodiment of the present application;

[0029] Figure 6 Schematic diagram of the scavenging mode of the four-stroke in the embodiment of the present application;

[0030] Figure 7 Schematic diagram of the compression mode of the two-stroke in the embodiment of the present application;

[0031] Figure 8 Schematic diagram of the power mode of the two-stroke in the embodiment of the present application;

[0032] Figure 9 Schematic diagram of the exhaust mode of the two-stroke in the embodiment of the present application;

[0033] Figure 10 Schematic diagram of the scavenging mode of the two-stroke in the embodiment of the present application;

[0034] Figure 11 Schematic diagram of the supercharging mode of the two-stroke in the embodiment of the present application;

[0035] Figure 12 Schematic diagram of the exhaust mechanism arranged as a single-cylinder - single track wheel in the embodiment of the present application;

[0036] Figure 13 Schematic diagram of the exhaust mechanism arranged as a multi-cylinder - single track wheel in the embodiment of the present application;

[0037] Figure 14 Schematic diagram of the exhaust mechanism arranged as a single-cylinder - double track wheel in the embodiment of the present application;

[0038] Figure 15 Schematic diagram of the exhaust mechanism arranged as a double-cylinder - double track wheel in the embodiment of the present application;

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

[0040] Reference numerals:

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

[0042] 200, one-way intake valve;

[0043] 300, Exhaust mechanism; 310, First track wheel assembly; 311, First track groove; 312, Wheel disc; 320, Second track wheel assembly; 321, Second track groove; 330, Shifting 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, Pushing head; 3434, Exhaust valve; 3435, Elastic member; 350, First rotating shaft; 360, First gear; 370, Second gear; 380, Bushing. Detailed implementation manners

[0044] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present application and should not be construed as a limitation to the present application.

[0045] In the description of the present application, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0046] In the description of the present application, the meaning of several is one or more, the meaning of multiple is at least two, greater than, less than, exceeding, etc. are understood as not including the recited number, and above, below, within, etc. are understood as including the recited number. If there is a description of first and second, it is only for the purpose of distinguishing technical features and should not be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0047] In the description of the present application, unless otherwise clearly defined, words such as set, installed, connected, etc. should be understood in a broad sense. Those skilled in the art can reasonably determine the specific meanings of the above words in the present application after combining with the specific content of the technical solution.

[0048] Referring to Figures 1 to 16 , the valve train of the first aspect 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, fuel oil, hydrogen fuel, etc. The valve train includes a cylinder block 100, a one-way intake valve 200, and an exhaust mechanism 300.

[0049] Among them, the cylinder block 100 includes an intake end 110, an exhaust end 120, and an air flow channel therebetween; a piston 130 is disposed within the cylinder block 100; a crankshaft 140 is used to drive the piston 130 to reciprocate within the air flow channel; a one-way intake valve 200 is disposed within the cylinder block 100, and when the pressure difference between the air pressure within the cylinder block 100 and the external air pressure reaches a preset value, the one-way intake valve 200 can unidirectionally conduct gas in the direction from the intake end 110 to inside the cylinder block 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 within the first rail groove 311, so that the first rail wheel assembly 310 can drive the exhaust component 340 to move along the track line of the first rail groove 311 by rotation and open or close the exhaust end 120 at a specific timing.

[0050] It can be understood that during the entire gas distribution process of the cylinder, the one-way intake valve 200 is configured for a pressure-priority automatic intake method, and the first rail wheel assembly 310 enables the exhaust component 340 to move along the track line of the first rail groove 311, thereby realizing various exhaust methods. 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 exhaust mechanism 300 not only reduces a large number of spare parts and the probability of part damage and failure, but also can make more reasonable use of the power characteristics in different configurations, is more environmentally friendly and energy-saving, and increases the functions and performance of the engine, giving users more mode choices.

[0051] In some embodiments of the present application, the exhaust mechanism 300 further 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 cooperation between the exhaust component 340 and the first rail wheel assembly 310 or the second rail wheel assembly 320, so that the exhaust component 340 can move along the track line of the first rail groove 311 or the second rail groove 321 and open or close the exhaust end 120 at a specific timing. It can be understood that by using the shift component 330 to switch the cooperation between the exhaust component 340 and the first rail wheel assembly 310 or the second rail wheel assembly 320, the exhaust component 340 can move along the track line of the first rail groove 311 or the second rail groove 321, thereby realizing various exhaust methods. Through the design of various rail wheel combinations, different exhaust forms can be achieved and applied to engines with variable volume, variable stroke, etc. The design of the above exhaust mechanism 300 not only reduces a large number of spare parts and the probability of part damage and failure, but also can make more reasonable use of the power characteristics in different configurations, is more environmentally friendly and energy-saving, and increases the functions and performance of the engine, giving users more mode choices.

[0052] In some embodiments, with reference to Figure 14, the exhaust mechanism 300 includes a first rail wheel assembly 310, a second rail wheel assembly 320, a shifting 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 shifting component 330 is used to switch the cooperation between the exhaust component 340 and the first rail wheel assembly 310 or the second rail wheel assembly 320, so that the exhaust component 340 can move along the track line of the first rail groove 311 or the second rail groove 321 and open or close the exhaust end 120 at a specific timing. The first rail wheel assembly 310 designs the first rail groove 311 according to the control of the exhaust component 340 in the two-stroke, and the second rail wheel assembly 320 designs the second rail groove 321 according to the control of the exhaust component 340 in the four-stroke, 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 cases. According to different valve timing schemes, only the path of the rail groove on the rail wheel needs to be adjusted to define the movement mode of the exhaust component 340, thereby reducing a large number of part designs of the exhaust valve 3434, reducing the weight, reducing the volume, and reducing or eliminating the probability of part damage and failure.

[0053] In some other embodiments, at least two sets of rail wheels can be provided, and the shifting component 330 is used to cooperate the exhaust component 340 with one of the rail wheels. By adopting an under-cylinder range layout and using multiple sets of rail wheels, multiple exhaust modes can be realized to further improve the flexibility of the valve timing scheme design, increase the engine functions and performance, provide more mode selections for users, make more reasonable use of the power characteristics when using different configurations, be more environmentally friendly, and be more energy-saving and carbon-emission-reducing.

[0054] In some embodiments of the present application, at least two sets of exhaust mechanisms 300 are provided, and the number of exhaust ends 120 corresponds to the number of exhaust mechanisms 300 for application to a multi-cylinder engine. It can be understood that under this embodiment, multiple exhaust mechanisms 300 can be applied to a multi-cylinder engine to meet the usage requirements of different working conditions and equipment.

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

[0056] In some embodiments, according to the characteristics of this valve timing mechanism: the exhaust mode determines two-stroke or four-stroke or volume, and the rail wheel can be designed with various tracks within the allowable range. Specifically refer to Figure 12 and Figure 13, the single-track wheel in the exhaust mechanism does not have the function of a track-changing wheel and has only one exhaust mode. It is an exhaust track wheel for an engine with a fixed stroke and a fixed volume, such as an exhaust track wheel for a four-stroke or two-stroke engine. According to this function, multiple mechanisms can be replicated for use in a multi-cylinder engine.

[0057] In some embodiments, referring to Figure 14 and Figure 15 , according to the characteristics of this valve train: the exhaust mode determines the two-stroke or four-stroke or volume, and the track wheel can be designed with multiple tracks within the allowable range. The double-track wheel in the exhaust mechanism has the function of a track-changing wheel (i.e., a double-track wheel set), which is a mechanism including two exhaust modes. The switching of the two different track wheels in the track wheel set can achieve a variable-volume and variable-stroke engine, such as changing a four-stroke to a two-stroke or changing the same stroke to an engine with a different volume. According to this function, multiple mechanisms can be replicated for use in a multi-cylinder engine.

[0058] In other embodiments, the number of track wheels in each group of exhaust mechanisms 300 can be specifically involved. For example, one group of exhaust mechanisms 300 includes a first track wheel assembly 310 and an exhaust component 340, and another group of exhaust mechanisms 300 includes a first track wheel assembly 310, a second track wheel assembly 320, a shifting component 330, and an exhaust component 340. The shifting component 330 adaptively selects an exhaust component 340 capable of achieving shifting according to the specific setting of the exhaust mechanism so that it can cooperate with the track wheel switching 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 to rotate at the same speed as the crankshaft 140. The second gear 370 meshes 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 track wheel assembly 310 and the second track wheel assembly 320 to rotate synchronously. It can be understood that the driving component drives the crankshaft 140 to rotate, and at the same time drives the first gear 360 to rotate, so that the first gear 360 rotates at the same speed as the crankshaft 140. The second gear 370 meshes and drives with the first gear 360. The first rotating shaft 350 is fixedly connected to the axis of the second gear 370 and transmits torque, so that the first track wheel assembly 310 and the second track wheel assembly 320 can rotate synchronously, and the exhaust component 340 selects one of the track 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 an appropriate time.

[0061] In some embodiments, the first rotating shaft 350 is a spline shaft, and the spline shaft is fixedly connected 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 block 100 includes a piston 130 and a crankshaft 140. The piston 130 is disposed within the cylinder block 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 pressure-controlled and is a valve that only allows intake and not exhaust. The exhaust valve adopts a track wheel structure, and the exhaust component 340 runs along the track line, enabling the exhaust valve 3434 to open and close at an appropriate time. With the special structural design of the intake valve and the exhaust valve 3434, the crankshaft 140 can be driven by the driving component to drive the piston 130 to reciprocate and perform actions such as gas supercharging, compression, or exhaust. In some embodiments, when the cylinder block 100 is supercharged: the exhaust valve 3434 is in a closed state, the air pressure in the intake passage is greater than the air pressure in the cylinder, and the intake valve is in an open state under the pressure of the air passage. The piston 130 is in the upward stroke stage and is still moving upward to achieve supercharging of the cylinder block 100. Other actions can be inferred in this way, thus completing the six steps of the four-stroke cycle: intake, supercharging, compression, power generation, exhaust, and scavenging, or completing the two-stroke supercharging mode with 5 steps completed when the crankshaft 140 rotates 360 degrees: compression, power generation, 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 disposed opposite left and right. The one-way intake valve 200 is disposed within the air flow passage. The one-way intake valve 200 includes a valve port that opens obliquely downward toward the intake end 110. The top of the piston 130 is provided with an inclined surface 131 pointing toward the exhaust end. The inclined surface 131 and the valve port are used to cooperate with the air flow passage to form a circulation passage for exhaust. It can be understood that the top of the piston 130 is designed with an inclined surface 131 structure to function as a guide for the air flow direction. In cooperation with the cavity in the cylinder block 100 for restricting the movement of the piston 130, a "U-shaped circulation passage" capable of realizing the scavenging function is formed. In some embodiments, the formation of the "U-shaped circulation passage" includes the following conditions: the exhaust and intake valves are open, the piston 130 is in the upward stroke position stage, the piston 130 has an inclined surface 131 pointing toward the exhaust port, and the air flow in the cylinder goes from top to bottom and then flows back toward the exhaust port.

[0074] In some embodiments of the present application, an intake air guide cover structure 150 is provided between the intake end 110 and the one-way intake valve 200. The intake air guide cover structure 150 is used to enable the gas at the intake end 110 to flow to the one-way intake valve 200 at a preset angle. It can be understood that there is sufficient air storage space above the intake valve, which can serve as an air flow guiding structure. After the air flow flows upward, it contracts and changes an angle and then flows along the angled passage to the one-way intake valve 200, 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 can be understood that the reed valve type single-way intake is adopted to achieve the pressure-priority automatic intake method, 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, the four-stroke six-step supercharging mode includes, for example:

[0077] The four-stroke means four strokes completed by the crankshaft 140 rotating 720°, and the six steps are: intake, supercharging, compression, power generation, exhaust, and scavenging.

[0078] Intake: Refer to Figure 1 , first make the fork in the correct position and embed the pin shaft into the second track wheel assembly 320 to make it work along the running track. The swing head swings downward through the shaft of the rocker arm to close the exhaust valve 3434. At this time, the piston 130 travels downward from top to bottom. Under the action of the external airway pressure of the cylinder and the negative pressure in the cylinder, the reed intake valve is always in the open state.

[0079] Supercharging: Refer to Figure 2 , the piston 130 then travels upward. After the pressure in the cylinder rises to 1 atmospheric pressure, it does not stop. Under the action of the air pressure in the intake passage greater than 1 atmospheric pressure, the intake valve is still in the open state. The pressure entering the cylinder keeps rising until it equals the air pressure in the intake passage, and then the intake valve just starts to close.

[0080] Compression: Refer to Figure 3 , the piston 130 continues to travel upward to increase the pressure in the cylinder. The reed valve returns to its original shape under the influence of the elastic force, that is, it is in the automatically closed state. The fuel nozzle starts to spray fuel mist. When the piston 130 travels upward to the top dead center, the compression stroke is completed.

[0081] Power generation: Refer to Figure 4 , when the piston 130 reaches the top dead center, the compressed oil and gas are ignited by the spark plug to do work, and the piston 130 is pushed downward to the bottom dead center. At this time, the intake and exhaust valves are always in the closed state.

[0082] Exhaust, refer to Figure 5 , after the piston 130 travels downward to the bottom dead center and then travels upward, the first gear 360 drives the second gear 370, and then synchronously drives the second track wheel assembly 320 to rotate. The pin shaft moves to the right under the influence of the track wheel trajectory force. The rocker arm forces the swing head upward through the shaft, driving the exhaust rod to open the exhaust valve 3434 to perform 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, when the piston 130 moves upward to section f, the exhaust valve 3434 continues to open. At this time, when the air pressure in the cylinder drops close to 1 atmospheric pressure, the air pressure in the intake passage forces the intake valve to open under a strong force to conduct intake. 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, and the residual waste gas in the cylinder can be further blown out.

[0084] In some embodiments of the present application, examples of the two-stroke supercharging mode include: the two-stroke supercharging mode completes 5 steps when the crankshaft 140 rotates 360 degrees, namely: compression, power generation, exhaust, scavenging, and supercharging.

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

[0086] Compression: Refer to Figure 7 , the exhaust valve is in a closed state. When the piston 130 moves upward, the pressure generated in the cylinder is greater than the air passage pressure, causing the intake valve to close automatically. The fuel (gas) nozzle starts to spray oil mist, and the piston 130 continues to move upward to the top dead center.

[0087] Power generation: Refer to Figure 8 , after the piston 130 reaches the top dead center, it is ignited by the spark plug to ignite the combustible high-pressure mixed gas, pushing the piston 130 to move downward, and the intake and exhaust valves 3434 are in a closed state.

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

[0089] Scavenging: Refer to Figure 10 , the piston 130 continues to move downward to position j. Since the exhaust valve is more open than before, at this time, the high-pressure waste gas after deflagration in the cylinder is basically discharged. When the pressure in the cylinder is less than the air pressure in the external intake passage, the reed valve automatically opens, so fresh air floods into the cylinder. Forced by the action of the inclined surface 131 of the piston 130, the gas forms a "U-shaped circulation channel", and the gas directly discharges the waste gas from the exhaust valve 3434 to replace the fresh air.

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

[0091] Refer toFigures 1 to 16 The engine according to the second aspect embodiment of the present application may be a reciprocating piston engine. The engine includes the valve train according to the first aspect embodiment of the present application, thereby reducing a large number of spare parts and saving the usage amount of raw materials, reducing the probability of part damage and failure, increasing reliability and durability, being able to more reasonably utilize the power characteristics in different configurations to work, being more environmentally friendly and energy-saving, and increasing the functions and performance of the engine, giving users more mode options.

[0092] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, 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, it should be considered as the scope described in this specification.

[0093] The embodiments of the present application have been described in detail above in conjunction with the accompanying drawings. However, the present application is not limited to the above embodiments. Various changes can be made without departing from the gist of the present application within the knowledge scope of those of ordinary skill in the art.

Claims

1. An air distribution mechanism, characterized in that, Comprising: A cylinder block, including an intake end, an exhaust end, and an air flow passage located therebetween; A piston, disposed within the cylinder block; A crankshaft, for driving the piston to reciprocate within the air flow passage; A one-way intake valve, disposed within the cylinder block, which can unidirectionally conduct gas in the direction from the intake end to within the cylinder block when the pressure difference between the pressure within the cylinder block and the external pressure reaches a preset value; An exhaust mechanism, including a first track wheel assembly and an exhaust component, the first track wheel assembly having a first track groove, the exhaust component being slidably disposed within the first track groove, such that the first track wheel assembly can drive the exhaust component to move along the trajectory line of the first track groove by rotation and open or close the exhaust end at a specific timing; The exhaust mechanism further includes a second track wheel assembly and a shifting component, the second track wheel assembly having a second track groove, the shifting component being used to switch the cooperation between the exhaust component and the first track wheel assembly or the second track wheel assembly, such that the exhaust component can move along the trajectory line of the first track groove or the second track groove and open or close the exhaust end at a specific timing; The first track wheel assembly designs the first track groove according to the control of the exhaust component in a two-stroke cycle, and the second track wheel assembly designs the second track groove according to the control of the exhaust component in a four-stroke cycle; The exhaust mechanism includes a first rotating shaft, a first gear, and a second gear, the first gear being set to rotate at the same speed as the crankshaft, the second gear meshing with the first gear, the second gear being connected to the first rotating shaft, and the first rotating shaft being used to drive the first track wheel assembly and the second track wheel assembly to rotate synchronously; The exhaust mechanism includes a sleeve, the first track wheel assembly and the second track wheel assembly are spaced apart and slidably disposed on the first rotating shaft through the sleeve, the exhaust component includes a first pin shaft, a second pin shaft, and a rocker arm assembly, the first pin shaft is disposed on one side surface of the rocker arm assembly, the second pin shaft is disposed on the opposite side surface of the rocker arm assembly, the rocker arm assembly is located between the first track wheel assembly and the second track wheel assembly and is used to open or close the exhaust end, and the shifting component is used to drive the first track wheel assembly and the second track wheel assembly to move axially along the first rotating shaft, such that the first pin shaft can cooperate with the first track groove, or the second pin shaft can cooperate with the second track groove.

2. The valve train according to claim 1, wherein: At least two sets of the exhaust mechanisms are provided, and the number of exhaust ends corresponds to the number of exhaust mechanisms, for application to a multi-cylinder engine.

3. The valve train according to claim 1, characterized in that: The shifting component includes a shift fork, and the first track wheel assembly or the second track wheel assembly includes a wheel disc, and the shift fork acts on the wheel disc and can move axially along the first rotating shaft.

4. The valve train according to claim 1, characterized in that: The rocker arm assembly includes a rocker arm rod, a second rotating shaft, a push head, an exhaust valve, and an elastic member. The first pin shaft and the second pin shaft are respectively arranged on opposite side surfaces of the rocker arm rod. The second rotating shaft is arranged on the rocker arm rod in a direction from one side surface of the rocker arm rod to the opposite side surface. The push head is arranged on the rocker arm rod through the second rotating shaft. The exhaust valve is arranged on the push head. The elastic member is arranged between the exhaust valve and the push head and is used to eliminate the axial clearance.

5. The valve train according to claim 1, characterized in that: The intake end is located above the exhaust end and is arranged opposite to each other 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 obliquely downward towards the intake end. The top of the piston is provided with an inclined surface pointing towards the exhaust end. The inclined surface and the valve port are used to cooperate with the air flow channel to form a circulating flow channel for exhaust.

6. The valve train according to claim 5, characterized in that: An intake air guide cover structure is provided between the intake end and the one-way intake valve. 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.

7. An engine, characterized in that, Comprising: The valve distribution mechanism according to any one of claims 1 to 6.

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