Engine

Abstract

The engine comprises a cylinder cover, an air inlet mechanism and an idling mechanism, the air inlet mechanism comprises a plurality of throttle valve assemblies, the idling mechanism comprises an air inlet mounting seat and a driving mechanism, the air inlet mounting seat communicates with the throttle valve assemblies, and at least part of the driving mechanism is located in the air inlet mounting seat and connected with the air inlet mounting seat; an idling air distribution hole is formed in the air inlet mounting seat and communicates with the throttle valve assembly, and the driving mechanism controls the air inlet amount of the idling air distribution hole by controlling the size of the idling air distribution hole; the idling distribution hole comprises a preparation interval and an effective interval, when the driving mechanism passes through the effective interval, the driving mechanism is in an effective stroke, when the driving mechanism passes through the preparation interval, the driving mechanism is in a preparation stroke, the sum of the effective stroke and the preparation stroke is a total stroke, and the ratio of the effective stroke to the total stroke is larger than or equal to 0.9 and smaller than or equal to 1. Through the arrangement, the effective stroke of the driving mechanism is increased, and the sensitivity of the idling mechanism is improved.

Description

Technical Field

[0001] The present application relates to the field of power devices, and in particular to an engine. Background Art

[0002] In the prior art, an engine includes an idle mechanism and a throttle assembly. The idle mechanism includes an air intake mounting seat and a drive mechanism. The drive mechanism can be an idle motor. An idle air distribution hole is provided in the air intake mounting seat. The idle air distribution hole is connected to the throttle assembly. The idle motor adjusts the air intake volume of the throttle assembly by adjusting the size of the idle air distribution hole. At present, the existing idle air distribution holes are all circular through holes, but the air intake volume of the circular through holes is not stable enough, which leads to low adjustment sensitivity of the idle mechanism. Summary of the Invention

[0003] In order to address the deficiencies of the prior art, the present application aims to provide an engine having an idle mechanism with high sensitivity.

[0004] To achieve the above objectives, this application adopts the following technical solutions:

[0005] An engine includes a cylinder head, an intake mechanism and an idle mechanism, the intake mechanism includes several throttle assemblies, and the throttle assembly is connected to the cylinder head; the idle mechanism includes an intake mounting seat and a drive mechanism, the intake mounting seat is connected to the throttle assembly, and the drive mechanism is at least partially located in the intake mounting seat and fixedly connected to the intake mounting seat; an idle air distribution hole is provided in the intake mounting seat, and the idle air distribution hole is connected to the throttle assembly, and the drive mechanism controls the intake volume of the idle air distribution hole by controlling the size of the idle air distribution hole; the idle air distribution hole includes a preparation interval and an effective interval, when the drive mechanism passes through the effective interval, the drive mechanism is in the effective stroke, and when the drive mechanism passes through the preparation interval, the drive mechanism is in the preparation stroke, the sum of the effective stroke and the preparation stroke is the total stroke, and the ratio of the effective stroke to the total stroke is greater than or equal to 0.9 and less than or equal to 1.

[0006] Furthermore, a ratio of the effective stroke to the total stroke is greater than or equal to 0.95 and less than or equal to 0.98.

[0007] Furthermore, the idle air distribution hole is configured as a waist-shaped hole.

[0008] Furthermore, the air intake mounting seat includes a drive mechanism hole and an idle air intake hole, the drive mechanism hole and the idle air intake hole are connected, the air intake mechanism also includes an idle air intake pipe, the idle air intake pipe is connected to the idle air intake hole, the drive mechanism hole is located above the idle air intake hole, the idle air distribution hole passes through the air intake mounting seat, and the idle air distribution hole is connected to the drive mechanism hole.

[0009] Furthermore, a plurality of idle air distribution holes are provided, and the idle air distribution holes are distributed circumferentially around the central axis of the drive mechanism hole.

[0010] Furthermore, the drive mechanism includes a telescopic portion, which is located in the drive mechanism hole and moves along the central axis of the drive mechanism hole. The telescopic portion at least partially abuts against the idle air distribution hole and can control the opening size of the idle air distribution hole.

[0011] Furthermore, when the telescopic portion moves in a direction away from the idle air intake hole, the idle air intake hole is connected with the idle air distribution hole through the drive mechanism hole, and the opening of the idle air distribution hole gradually becomes larger; when the telescopic portion moves in a direction close to the idle air intake hole, the opening of the idle air distribution hole gradually becomes smaller.

[0012] Furthermore, an idle air duct connected to the cylinder head is provided on the air intake mounting seat, and the idle air distribution hole is connected to the idle air duct.

[0013] Furthermore, the throttle assembly includes a bypass pipe, and the idle air distribution hole is connected to the idle air passage through the bypass pipe.

[0014] Furthermore, the throttle assembly is provided with an intake duct, the intake mounting base is provided with an air delivery duct, one end of a bypass pipe is connected to the intake duct, and the other end of the bypass pipe is connected to the air delivery duct. This engine can increase the effective stroke of the drive mechanism and reduce the standby stroke of the drive mechanism, thereby improving the sensitivity of the idle mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic diagram of the overall structure of the engine provided in an embodiment of the present application.

[0016] Figure 2 This is an exploded diagram of the structure of the engine provided in an embodiment of the present application.

[0017] Figure 3 This is an exploded view of the cylinder head, intake mechanism and idle mechanism of the engine provided in an embodiment of the present application.

[0018] Figure 4 This is a structural explosion diagram and partial cross-sectional view from another angle of the cylinder head, intake mechanism and idle mechanism of the engine provided in an embodiment of the present application.

[0019] Figure 5 Provided in the embodiments of this application Figure 4 A partial enlarged view of point A in the middle.

[0020] Figure 6 A top view of the intake mechanism and idle mechanism provided in an embodiment of the present application.

[0021] Figure 7 A top view of the air intake mechanism provided in an embodiment of the present application.

[0022] Figure 8This is a right side view of the intake mechanism and idle mechanism provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation of the present application will be clearly and completely described below in conjunction with the drawings in the implementation of the present application.

[0024] like Figure 1 and Figure 2 An engine 100 is shown. The engine 100 includes a housing 11, a crankshaft-connecting rod mechanism 12, a timing system 13, a gear mechanism 14, and an intake mechanism 15. The housing 11 forms the basic framework of the engine 100. A housing 101 is formed within the housing, which houses and protects the internal components of the engine 100. The housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, and a crankcase 114, which are connected in sequence. The housing 101 is essentially formed by the interconnection of the cylinder head cover 111, the cylinder head 112, the cylinder block 113, and the crankcase 114. The crankshaft-connecting rod mechanism 12 is at least partially disposed within the crankcase 114 and includes a connecting rod assembly 121, which is at least partially located within the cylinder block 113. The timing system 13 is at least partially disposed within the housing 101 and is in driving connection with the crankshaft-connecting rod mechanism 12.

[0025] Specifically, the timing system 13 includes a timing ring gear 131 and a timing chain 132. The timing ring gear 131 and the timing chain 132 mesh with each other. The timing ring gear 131 is fixedly connected to the crankshaft-connecting rod mechanism 12, and the timing chain 132 is transmission-connected to the crankshaft-connecting rod mechanism 12 via the timing ring gear 131. The intake mechanism 15 is at least partially disposed within the accommodating space 101. When the engine 100 is operating, fuel and air are mixed to form a combustible mixture, which is then delivered to the combustion chamber of the engine 100. The combustible mixture releases a large amount of heat upon combustion, rapidly increasing the pressure and temperature of the gas within the cylinder block 113, thereby driving the connecting rod assembly 121 to move. The combustion chamber of the engine 100 is formed by the bottom of the cylinder head 112 and the top of the cylinder block 113. The crankshaft-connecting rod mechanism 12 is connected to the connecting rod assembly 121. The movement of the connecting rod assembly 121 drives the movement of the crankshaft-connecting rod mechanism 12, thereby outputting power through the crankshaft-connecting rod mechanism 12. The timing system 13 is connected to the crank-connecting rod mechanism 12 through a timing chain 132. The movement of the crank-connecting rod mechanism 12 can also drive the timing system 13 to move, so that the timing system 13 can control the intake of the intake mechanism 15. In order to clearly explain the technical solution of this application, the following is also defined: Figure 1It is understood that the front, rear, left, right, top and bottom directions in the present embodiment refer to the length direction of the engine 100, the left and right directions refer to the width direction of the engine 100, and the top and bottom directions refer to the height direction of the engine 100.

[0026] Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113 and the crankcase 114 are distributed along the upper and lower directions of the engine 100, the cylinder block 113 is arranged on the upper side of the crankcase 114, the cylinder head 112 is arranged on the upper side of the cylinder block 113, and the cylinder head cover 111 is arranged on the upper side of the cylinder head 112.

[0027] like Figures 3 to 5 As shown, as an implementation, the engine 100 further includes an idle mechanism 24. Both the intake mechanism 15 and the idle mechanism 24 are used to provide air to the engine 100. The intake mechanism 15 includes a plurality of throttle assemblies 151, which are in communication with the cylinder head 112. The idle mechanism 24 includes an intake mount 241 and a drive mechanism 242. The intake mount 241 is in communication with the throttle assembly 151. The drive mechanism 242 is at least partially located within and fixedly connected to the intake mount 241. Through the above arrangement, the drive mechanism 242 is connected to the cylinder head 112 via the intake mount 241 and the throttle assembly 151. The drive mechanism 242 can control the amount of air intake of the intake mechanism 15, thereby idling the engine 100. It should be noted that when the vehicle is idling, the engine 100 only needs to overcome internal frictional resistance and does not generate any other loads, thus not outputting power.

[0028] As an implementation, an idle air distribution hole 2411 is provided within the air intake mounting seat 241. The idle air distribution hole 2411 is connected to the throttle assembly 151. The driving mechanism 242 controls the air intake volume of the idle air distribution hole 2411 by controlling the size of the idle air distribution hole 2411. The idle air distribution hole 2411 includes a preparation interval 2411a and an effective interval 2411b. When the driving mechanism 242 passes through the effective interval 2411a, the driving mechanism 242 is in the effective stroke. When the driving mechanism 242 passes through the preparation interval 2411b, the driving mechanism 242 is in the preparation stroke. The sum of the effective stroke and the preparation stroke is the total stroke, i.e., the stroke between the effective interval 2411a and the preparation interval 2411b. Specifically, the preparation stroke refers to when the drive mechanism 242 begins to ventilate the idle air distribution hole 2411 and the air intake volume at this time is relatively small. As the air intake volume of the idle air distribution hole 2411 increases, the preparation stroke ends, and the drive mechanism 242 then enters the effective stroke, during which the air intake volume of the idle air distribution hole 2411 increases or remains substantially unchanged. It should be noted that the idle air distribution hole 2411 can be configured as an elliptical hole, and the drive mechanism 242 can be configured as an idle motor.

[0029] In the present embodiment, the ratio of the effective stroke to the total stroke is greater than or equal to 0.9 and less than or equal to 1. Specifically, the ratio of the effective stroke to the total stroke is greater than or equal to 0.95 and less than or equal to 0.98. More specifically, the ratio of the effective stroke to the total stroke is 0.96. Through the above-mentioned arrangement, it is possible to avoid the drive mechanism's preparation stroke being too large due to the ratio of the effective stroke to the total stroke being too small, thereby preventing the idle air distribution hole from reducing its intake volume, thereby helping to improve the flow coefficient of the idle air distribution hole, and further helping to improve the working efficiency of the idle mechanism. It should be noted that when the ratio of the effective stroke to the total stroke is equal to 1, the performance of the idle mechanism is in the best state, thereby helping to improve the working performance of the engine.

[0030] As an implementation, the ratio of the maximum inner diameter of the idle air distribution hole 2411 to the minimum inner diameter of the idle air distribution hole 2411 is greater than or equal to 1.1 and less than or equal to 1.9. Furthermore, the ratio of the maximum inner diameter of the idle air distribution hole 2411 to the minimum inner diameter of the idle air distribution hole 2411 is greater than or equal to 1.3 and less than or equal to 1.7. Furthermore, the ratio of the maximum inner diameter of the idle air distribution hole 2411 to the minimum inner diameter of the idle air distribution hole 2411 is 1.3. Through the above arrangement, it is possible to avoid the idle air distribution hole 2411 being too long due to the ratio of the maximum inner diameter of the idle air distribution hole 2411 to the minimum inner diameter of the idle air distribution hole 2411 being too small, thereby preventing the length of the intake mounting seat 241 from being too large, thereby helping to reduce the volume of the intake mounting seat 241; it is also possible to avoid the idle air distribution hole 2411 being too small due to the ratio of the maximum inner diameter of the idle air distribution hole 2411 to the minimum inner diameter of the idle air distribution hole 2411 being too large, thereby preventing the air intake amount of the idle air distribution hole 2411 from being reduced, thereby helping to improve the stability of the engine 100 in the idle state.

[0031] As an implementation, the intake mounting base 241 includes a drive mechanism hole 2412 and an idle air intake hole 2413, which are in communication with each other. The intake mechanism 15 also includes an idle air intake pipe 15b, which is in communication with the idle air intake hole 2413. Specifically, the drive mechanism hole 2412 is located above the idle air intake hole 2413, and the idle air distribution hole 2411 is located between the drive mechanism hole 2412 and the idle air intake hole 2413. The idle air distribution hole 2411 passes through the intake mounting base 241 and is in communication with the drive mechanism hole 2412. With the above arrangement. The idle air intake pipe 15b delivers gas to the air intake mounting base 241 through the idle air intake hole 2413. The opening size of the idle air distribution hole 2411 is controlled based on the movement of the drive mechanism 242 within the drive mechanism hole 2412, thereby controlling the air intake volume of the idle air distribution hole 2411 and thereby increasing the functional diversity of the air intake mounting base 241. It should be noted that the drive mechanism 242 is also provided with a motor sealing ring 2421, which is engaged between the drive mechanism 242 and the drive mechanism hole 2412. This arrangement improves the sealing performance between the drive mechanism 242 and the air intake mounting base 241, thereby improving the air intake efficiency of the idle air distribution hole 2411. It should be noted that there can be multiple idle air distribution holes 2411, which are circumferentially distributed around the central axis of the drive mechanism hole 2413. The number of idle air distribution holes 2411 can be set according to actual needs to maintain the stability of the engine 100 in the idle state.

[0032] As an implementation, the drive mechanism 242 includes a telescopic portion 2422 located within the drive mechanism hole 2412. The telescopic portion 2422 moves along the central axis of the drive mechanism hole 2412. The telescopic portion 2422 at least partially abuts against the idle valve distribution hole 2411. The telescopic portion 2422 can control the opening size of the idle valve distribution hole 2411. Specifically, when the engine 100 is idle, the telescopic portion 2422 first passes through the preparation section 2411a to enable the drive mechanism 242 to enter the preparation stroke. After the preparation section 2411a ends, the telescopic portion 2422 passes through the effective section 2411b to enable the drive mechanism 242 to enter the effective stroke. Through the above arrangement, the telescopic portion 2422 can control the opening size of the idle air distribution hole 2411, thereby controlling the air intake volume of the idle air distribution hole 2411. When the telescopic portion 2422 moves in a direction away from the idle air intake hole 2413, the opening of the idle air distribution hole 2411 gradually increases to increase the air intake volume of the idle air distribution hole 2411. Similarly, when the telescopic portion 2422 moves in a direction close to the idle air intake hole 2413, the opening of the idle air distribution hole 2411 gradually decreases to reduce the air intake volume of the idle air distribution hole 2411.

[0033] In this embodiment, when the telescopic portion 2422 moves in a direction away from the idle air intake hole 2413, the idle air intake hole 2413 is connected to the idle air distribution hole 2411 through the drive mechanism hole 2412, and the opening of the idle air distribution hole 2411 gradually becomes larger; when the telescopic portion 2422 moves in a direction close to the idle air intake hole 2413, the opening of the idle air distribution hole 2411 gradually becomes smaller. Specifically, when the engine 100 is in a stationary state, the telescopic portion 2422 completely isolates the idle air distribution hole 2411 from the drive mechanism hole 2412, preventing them from communicating. When the engine 100 transitions from a stationary state to an idle state, the telescopic portion 2422 gradually opens the idle air distribution hole 2411 and connects it to the drive mechanism hole 2412, allowing airflow within the idle air intake hole 2413 to enter the idle air distribution hole 2411 through the drive mechanism hole 2412. This gradually increases the flow coefficient between the idle air distribution hole 2411 and the drive mechanism hole 2412, facilitating the engine 100 entering an idle state. Similarly, when the engine 100 needs to be idled, the telescopic portion 2422 isolates the idle air distribution hole 2411 from the drive motor hole 2412, preventing airflow within the idle air intake hole 2413 from entering the idle air distribution hole 2411 through the drive mechanism hole 2412, thereby allowing the engine 100 to exit the idle state.

[0034] As an implementation, the intake mount 241 is provided with an idle air duct 2414 that communicates with the throttle assembly 151, and the idle air distribution hole 2411 is in communication with the idle air duct 2414. Specifically, the intake mount 241 at least partially extends toward the throttle assembly 151 and is connected to the throttle assembly 151. The idle air duct 2414 passes through the extended portion of the intake mount 241 and forms an air hole capable of ventilation, so that the gas in the intake mount 241 is directly delivered to the throttle assembly 151 after passing through the idle air distribution hole 2411 and the idle air duct 2414. Through the above-mentioned setting, the fit between the air intake mounting seat 241 and the throttle assembly 151 can be improved, which is beneficial to improving the working efficiency of the air intake mounting seat 241 and the throttle assembly 151. At the same time, the air intake mounting seat 241 and the throttle assembly 151 are tightly connected, which is also beneficial to improving the structural compactness of the air intake mounting seat 241 and the throttle assembly 151.

[0035] As an implementation method, the throttle assembly 151 includes a bypass pipe 1512, and the idle air distribution hole 2411 is connected to the idle air duct 2414 via the bypass pipe 1512. Specifically, the throttle assembly 151 is relatively large, and the idle air duct 2414 is evenly distributed on the throttle assembly 151. Since the intake mounting base 241 is relatively small and the idle air distribution holes 2411 are concentrated on the intake mounting base 241, the distance between some idle air ducts 2414 and the idle air distribution holes 2411 is relatively large, so it is necessary to set the bypass pipe 1512 between the idle air duct 2414 and the idle air distribution holes 2411.

[0036] More specifically, the throttle assembly 151 is provided with an intake duct 1514, the intake mounting seat 241 is provided with an air delivery duct 2415, one end of the bypass pipe 1512 is connected to the intake duct 1514, and the other end of the bypass pipe 1512 is connected to the air delivery duct 2415. Through this arrangement, the bypass pipe 1512, the idle air passage 2414, and the idle air distribution hole 2411 cooperate with each other, allowing the gas in the idle air distribution hole 2411 to be evenly transported to the idle air passage 2414, thereby improving the gas transfer efficiency of the bypass pipe 1512, the idle air passage 2414, and the idle air distribution hole 2411. This also avoids the need for excessive intake mounting seats 241, thereby facilitating improved space utilization of the engine 100.

[0037] like Figures 6 to 8 As shown, in this embodiment, the idle mechanism 24 includes a bypass pipe bracket 1513 , one end of the bypass pipe bracket 1513 is connected to the throttle assembly 151 , and the other end of the bypass pipe bracket 1513 is connected to the bypass pipe 1512 . Specifically, the throttle assembly 151 includes a throttle valve 1511. The engine 100 will generate high-frequency vibrations when idling. Since the bypass pipe 1512 has a low structural strength and a long length, when the engine 100 vibrates during operation, the bypass pipe 1512 connected to the throttle valve 1511 will vibrate along with the engine 100. The bypass pipe 1512 is easily affected by the vibration and falls off. The bypass pipe 1512 is only provided with a connection point with the throttle valve 1511. Therefore, the bypass pipe 1512 is connected to the throttle valve 1511 through the bypass pipe bracket 1513. During the high-frequency vibration of the engine 100, the bypass pipe 1512 is easily damaged by colliding with other fixings due to the excessive vibration amplitude. Through the above-mentioned device, the bypass pipe bracket 1513 can increase the fixing points of the bypass pipe 1512, thereby preventing the bypass pipe 1512 from colliding with other fixing parts and being damaged during vibration, so as to avoid the bypass pipe 1512 being damaged and causing the engine 100 to idle unstable or the emission exceeding the standard, thereby improving the connection stability and service life of the bypass pipe 1512, and at the same time, it is also beneficial to improve the connection strength of the bypass pipe 1512, thereby improving the structural stability of the idle mechanism 24.

[0038] In this embodiment, one end of the bypass pipe bracket 1513 connected to the bypass pipe 1512 includes a fixing buckle 1513a, which is sleeved on the outside of the bypass pipe 1512. The other end of the bypass pipe bracket 1513 is fixedly connected to the side of the throttle valve 1511. With this arrangement, the connection between the bypass pipe bracket 1513 and the bypass pipe 1512 facilitates the assembly and disassembly of the bypass pipe 1512 and the bypass pipe bracket 1513, thereby improving the assembly performance of the bypass pipe 1512 and the bypass pipe bracket 1513.

[0039] In this embodiment, the intake mechanism 15 further includes an air inlet 154 that connects the outside world and the throttle assembly 151. The air inlet 154 connects to at least some of the throttle valves 1511 and is used to supply air to the throttle valve assembly 151. Specifically, the air inlet 154 connects to some of the throttle valves 1511 and supplies air to these throttle valves 1511. These throttle valves 1511 connect to other throttle valves 1511 through bypass pipes and supply air to other throttle valves 1511. With this arrangement, the air inlet 154 does not need to be connected to all of the throttle valves 1511. Connecting all of the throttle valves 1511 through bypass pipes simplifies the structure, allowing the air inlet 154 to be directly mounted on the throttle valve 1511. This simplifies the structure of the throttle assembly 151, thereby improving the assembly performance of the throttle assembly 151 and reducing the production cost of the engine 100.

[0040] As an implementation, taking a four-cylinder engine 100 as an example, the throttle assembly 151 includes a first throttle valve 1511a, a second throttle valve 1511b, a third throttle valve 1511c, and a fourth throttle valve 1511d. The bypass pipe 1512 also includes a first bypass pipe 1512a and a second bypass pipe 1512b. The first bypass pipe 1512a connects the first throttle valve 1511a and the fourth throttle valve 1511d, and the second bypass pipe 1512b connects the second throttle valve 1511b and the third throttle valve 1511c. The air intake 154 connects to the first throttle valve 1511a and the second throttle valve 1511b. A connecting channel is provided on the throttle assembly 151, and the air intake 154 connects to the first throttle valve 1511a and the second throttle valve 1511b through the connecting channel. Through the above-mentioned setting, the air intake 154 can be set between the first throttle valve 1511a and the second throttle valve 1511b, and air is delivered to the first throttle valve 1511a and the second throttle valve 1511b through the connecting channel. The first throttle valve 1511a delivers air to the fourth throttle valve 1511d through the first bypass pipe 1512a, and the second throttle valve 1511b delivers air to the fourth throttle valve 1511d through the second bypass pipe 1512b, thereby realizing the first throttle valve 1511a, the second throttle valve 1511b, the third throttle valve 1511c and the fourth throttle valve 1511d to intake air into the four cylinders of the engine 100, thereby improving the intake efficiency of the throttle assembly 151 and improving the working stability of the engine 100.

[0041] The first throttle valve 1511a and the second throttle valve 1511b are integrally arranged, and the third throttle valve 1511c and the fourth throttle valve 1511d are integrally arranged, and the second throttle valve 1511b and the third throttle valve 1511c are connected by fasteners. Specifically, the second throttle valve 1511b is provided with a second throttle valve connecting member (not shown), and the third throttle valve 1511c is provided with a third throttle valve connecting member (not shown), and the fasteners pass through the second throttle valve connecting member and are fixedly connected to the third throttle valve connecting member. The fasteners can be configured as bolts or screws, etc. Through the above configuration, the integrated configuration can reduce the number of connecting members of the throttle valve assembly 151, thereby improving the assembly efficiency of the throttle valve assembly 151, and further improving the assembly performance of the throttle valve assembly 151.

[0042] In this embodiment, first bypass pipe 1512a is disposed away from throttle valve 1511, while second bypass pipe 1512b is disposed closer to throttle valve 1511. One end of bypass pipe bracket 1513 is connected to one side of second throttle valve 1511b and third throttle valve 1511c, while the other end of bypass pipe bracket 1513 is sleeved onto the outside of first bypass pipe 1512a. Specifically, bypass pipe bracket 1513 is disposed between second throttle valve 1511b and third throttle valve 1511c, and can be mounted co-located with the second and third throttle valve connectors. With this arrangement, first bypass pipe 1512a is longer than second bypass pipe 1512b and further from throttle valve 1511. Therefore, the vibration amplitude of second bypass pipe 1512b is smaller than that of first bypass pipe 1512a, eliminating the need for bypass pipe bracket 1513. This avoids the need for multiple bypass pipe brackets 1513, which would complicate the structure of throttle valve assembly 151 and hinder assembly of throttle valve assembly 151. Furthermore, the common-point mounting arrangement reduces the number of fixing points on throttle valve assembly 151, thereby simplifying the structure of throttle valve assembly 151 and improving the assembly performance of bypass pipe bracket 1513.

[0043] As an optional implementation, the bypass pipe bracket 1513 further includes a fixing portion (not shown) for fixing the second bypass pipe 1512b. With this arrangement, the bypass pipe bracket 1513 can be connected to the first bypass pipe 1512a via the fixing buckle 1513a while also being connected to the second bypass pipe 1512b via the fixing portion. This allows the first bypass pipe 1512a and the second bypass pipe 1512b to share the same bypass pipe bracket 1513, thereby reducing the vibration amplitude of the second bypass pipe 1512b and improving its stability.

[0044] As an implementation, bypass duct support 1513 further includes a relief portion 1513b for circumventing first bypass duct 1512a. Relief portion 1513b is located in the middle of bypass duct support 1513. Specifically, because second bypass duct 1512b is shorter and has a smaller vibration amplitude, bypass duct support 1513 or connection to bypass duct support 1513 is unnecessary. Therefore, when bypass duct support 1513 is connected to first bypass duct 1512a, relief portion 1513b is required to circumvent first bypass duct 1512a. This prevents second bypass duct 1512b from colliding with bypass duct support 1513 during vibration and causing damage. This prevents unstable idling of engine 100 caused by damage to second bypass duct 1512b. Through the above arrangement, the bypass pipe bracket 1513 can improve the connection stability of the first bypass pipe 1512a without affecting the normal operation of the second bypass pipe 1512b, thereby improving the working stability of the second bypass pipe 1512b.

[0045] Furthermore, the avoidance portion 1513b is disposed above the second bypass pipe 1512b. Specifically, the lower portion of the throttle assembly 151 is connected to the cylinder head 112. The avoidance portion 1513b disposed above the second bypass pipe 1512b can prevent interference between the bypass pipe bracket 1513 and the cylinder head 112, thereby facilitating the arrangement of the bypass pipe bracket 1513 and facilitating the assembly and disassembly of the bypass pipe bracket 1513, thereby improving the assembly efficiency of the bypass pipe bracket 1513.

[0046] As an implementation method, the idle mechanism 24 is connected to the throttle assembly 151 , and the idle mechanism 24 is located between the first bypass pipe 1512 a and the second bypass pipe 1512 b , and both the first bypass pipe 1512 a and the second bypass pipe 1512 b are connected to the idle mechanism 24 . Through the above-mentioned arrangement, the idle mechanism 24 is arranged close to the first bypass pipe 1512a and the second bypass pipe 1512b, which can improve the structural compactness of the idle mechanism 24, the first bypass pipe 1512a and the second bypass pipe 1512b, so that the first bypass pipe 1512a and the second bypass pipe 1512b are connected to the idle mechanism 24. At the same time, the idle mechanism 24 is connected to the throttle assembly 151, which can improve the connection stability of the idle mechanism 24 and the throttle assembly 151, so that the idle mechanism 24 can be connected to the air intake hole 154, which is beneficial for the idle mechanism 24 to be able to connect to all throttle valves 1511 at the same time, and further beneficial for improving the working stability of the throttle assembly 151.

[0047] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the claims appended to this application.

Claims

1. An engine, comprising: cylinder head; An air intake mechanism, the air intake mechanism including a plurality of throttle valve assemblies, the throttle valve assemblies being in communication with the cylinder head; An idle mechanism, the idle mechanism comprising an air intake mounting seat and a drive mechanism, the air intake mounting seat being in communication with the throttle assembly, the drive mechanism being at least partially located within the air intake mounting seat and fixedly connected to the air intake mounting seat; It is characterized in that an idle air distribution hole is provided in the air intake mounting seat, and the idle air distribution hole is connected to the throttle assembly; the idle air distribution hole includes a preparation interval and an effective interval, when the driving mechanism passes through the effective interval, the driving mechanism is in an effective stroke, when the driving mechanism passes through the preparation interval, the driving mechanism is in a preparation stroke, the sum of the preparation stroke and the effective stroke is defined as a total stroke, and the ratio between the effective stroke and the total stroke is greater than or equal to 0.9 and less than or equal to 1.

2. The engine according to claim 1, characterized in that A ratio of the effective stroke to the total stroke is greater than or equal to 0.95 and less than or equal to 0.

98.

3. The engine according to claim 1, characterized in that The idle air distribution hole is configured as a waist-shaped hole.

4. The engine according to claim 1, characterized in that The air intake mounting seat includes a drive mechanism hole and an idle air intake hole, and the drive mechanism hole is connected to the idle air intake hole. The air intake mechanism also includes an idle air intake pipe, and the idle air intake pipe is connected to the idle air intake hole. The drive mechanism hole is located above the idle air intake hole, and the idle air distribution hole passes through the air intake mounting seat, and the idle air distribution hole is connected to the drive mechanism hole.

5. The engine according to claim 4, characterized in that There are multiple idle air distribution holes, and the idle air distribution holes are distributed circumferentially around the central axis of the drive mechanism hole.

6. The engine according to claim 4, characterized in that The driving mechanism includes a telescopic portion, which is located in the driving mechanism hole and moves along the central axis of the driving mechanism hole. The telescopic portion at least partially abuts against the idle air distribution hole, and the telescopic portion can control the opening size of the idle air distribution hole.

7. The engine according to claim 6, characterized in that When the telescopic portion moves in a direction away from the idle air intake hole, the idle air intake hole is connected with the idle air distribution hole through the drive mechanism hole, and the opening of the idle air distribution hole gradually becomes larger; when the telescopic portion moves in a direction close to the idle air intake hole, the opening of the idle air distribution hole gradually becomes smaller.

8. The engine according to claim 1, characterized in that An idle air passage communicating with the cylinder head is provided on the air intake mounting seat, and the idle air distribution hole is communicated with the idle air passage.

9. The engine according to claim 8, characterized in that The throttle assembly includes a bypass pipe, and the idle air distribution hole is communicated with the idle air passage through the bypass pipe.

10. The engine according to claim 9, characterized in that The throttle assembly is provided with an air intake duct, the air intake mounting seat is provided with an air delivery duct, one end of the bypass pipe is connected to the air intake duct, and the other end of the bypass pipe is connected to the air delivery duct.

Images