engine

Abstract

The application discloses an engine, which comprises a cylinder head, an air intake mechanism and an idle speed mechanism, the air intake mechanism comprises a plurality of throttle valve assemblies, the idle speed mechanism comprises an air intake mounting base and a driving mechanism, the air intake mounting base is communicated with the throttle valve assemblies, and the driving mechanism is at least partially located in the air intake mounting base and connected with the air intake mounting base; the air intake mounting base is provided with an idle speed air distribution hole, the idle speed air distribution hole is communicated with the throttle valve assemblies, and the driving mechanism controls the air intake amount of the idle speed air distribution hole by controlling the size of the idle speed air distribution hole; the idle speed air 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 greater than or equal to 0.9 and less than or equal to 1. Through the above arrangement, the effective stroke of the driving mechanism is increased, and the sensitivity of the idle speed mechanism is improved.

Description

Technical Field

[0001] This application relates to the field of power plants, and in particular to an engine. Background Technology

[0002] In the prior art, the engine includes an idle speed mechanism and a throttle assembly. The idle speed mechanism includes an intake mounting base and a drive mechanism, which can be an idle speed motor. The intake mounting base is provided with an idle speed valve port, which is connected to the throttle assembly. The idle speed motor adjusts the intake volume of the throttle assembly by adjusting the size of the idle speed valve port. Currently, all existing idle speed valve ports are circular through holes, but the intake volume of circular through holes is not stable enough, resulting in low adjustment sensitivity of the idle speed mechanism. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an engine with a highly sensitive idling mechanism.

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

[0005] An engine includes a cylinder head, an intake mechanism, and an idle speed mechanism. The intake mechanism includes a plurality of throttle valve assemblies connected to the cylinder head. The idle speed mechanism includes an intake mounting seat and a drive mechanism. The intake mounting seat is connected to the throttle valve assemblies, and the drive mechanism is at least partially located within the intake mounting seat and fixedly connected to it. An idle speed valve port is provided within the intake mounting seat and is connected to the throttle valve assemblies. The drive mechanism controls the intake volume of the idle speed valve port by controlling its size. The idle speed valve port includes a preparation range and an effective range. When the drive mechanism passes through the effective range, it is in its effective stroke. When the drive mechanism passes through the preparation range, it is in its preparation stroke. The sum of the effective stroke and the preparation stroke is the total stroke. 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, the ratio of effective distance to total distance is greater than or equal to 0.95 and less than or equal to 0.98.

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

[0008] Furthermore, the intake mounting bracket includes a drive mechanism hole and an idle air intake hole, which are connected. The intake mechanism also includes an idle air intake pipe, which 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 intake mounting bracket and is connected to the drive mechanism hole.

[0009] Furthermore, there are multiple idle air distribution holes, which are circumferentially distributed around the central axis of the drive mechanism hole.

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

[0011] Furthermore, when the telescopic part moves away from the idle air intake port, the idle air intake port is connected to the idle air distribution port through the drive mechanism hole, and the opening of the idle air distribution port gradually becomes larger; when the telescopic part moves closer to the idle air intake port, the opening of the idle air distribution port gradually becomes smaller.

[0012] Furthermore, the intake mounting bracket is provided with an idle air passage that communicates with the cylinder head, and the idle air distribution port is connected to the idle air passage.

[0013] Furthermore, the throttle assembly includes a bypass pipe, through which the idle air distribution port and the idle air passage are connected.

[0014] Furthermore, an intake duct is provided on the throttle assembly, and an air delivery duct is provided on the intake mounting bracket. 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 preparation stroke of the drive mechanism, thereby improving the sensitivity of the idling mechanism. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the engine provided in an embodiment of this application.

[0016] Figure 2 An exploded view of the engine structure provided in an embodiment of this application.

[0017] Figure 3 The exploded view shows the structure of the cylinder head, intake mechanism, and idling mechanism of the engine provided in the embodiments of this application.

[0018] Figure 4 An exploded view and a partial sectional view of the cylinder head, intake mechanism, and idling mechanism of the engine provided in the embodiments of this application from another angle.

[0019] Figure 5 Provided for the embodiments of this application Figure 4 A magnified view of a portion of point A in the middle.

[0020] Figure 6 This is a top view of the intake mechanism and idling mechanism provided in the embodiments of this application.

[0021] Figure 7 This is a top view of the air intake mechanism provided in an embodiment of this application.

[0022] Figure 8The right view of the intake mechanism and idling mechanism provided in the embodiments of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0024] like Figure 1 and Figure 2 An engine 100 is shown, comprising a housing 11, a crankshaft connecting rod mechanism 12, a timing system 13, a gear shifting mechanism 14, and an intake mechanism 15. The housing 11 forms the basic frame of the engine 100, and an internal receiving space 101 is formed therein for accommodating and protecting 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 connected in sequence. The receiving space 101 is essentially formed by interconnecting 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 in the crankcase 114 and includes a connecting rod assembly 121, which is at least partially located in the cylinder block 113. The timing system 13 is at least partially disposed in the receiving space 101 and is drively connected to 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. The timing ring gear 131 is fixedly connected to the crankshaft connecting rod mechanism 12, and the timing chain 132 is driven to the crankshaft connecting rod mechanism 12 through the timing ring gear 131. The intake mechanism 15 is at least partially disposed in the receiving 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. After the combustible mixture burns, it releases a large amount of heat, and the gas pressure and temperature in the cylinder block 113 rise rapidly, 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 and the connecting rod assembly 121 are connected. The movement of the connecting rod assembly 121 can drive the crankshaft connecting rod mechanism 12 to move, thereby outputting power through the crankshaft connecting rod mechanism 12. The timing system 13 is connected to the timing chain 132 and the crank-connecting rod mechanism 12 via a transmission. 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 mechanism 15 to intake air. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1The front, back, left, right, up, and down directions are shown. It is understood that in this embodiment, the front-back direction refers to the length direction of the engine 100, the left-right direction refers to the width direction of the engine 100, and the up-down direction refers to the height direction of the engine 100.

[0026] The cylinder head cover 111, cylinder head 112, cylinder block 113 and crankcase 114 are distributed along the vertical direction of the engine 100. The cylinder block 113 is located on the upper side of the crankcase 114, the cylinder head 112 is located on the upper side of the cylinder block 113, and the cylinder head cover 111 is located on the upper side of the cylinder head 112.

[0027] like Figures 3 to 5 As shown, in one implementation, the engine 100 also includes an idling mechanism 24. Both the intake mechanism 15 and the idling mechanism 24 are used to supply gas to the engine 100. The intake mechanism 15 includes several throttle valve assemblies 151, which are connected to the cylinder head 112. The idling mechanism 24 includes an intake mounting seat 241 and a drive mechanism 242. The intake mounting seat 241 is connected to the throttle valve assemblies 151, and the drive mechanism 242 is at least partially located within and fixedly connected to the intake mounting seat 241. With this configuration, the drive mechanism 242 is connected to the cylinder head 112 via the intake mounting seat 241 and the throttle valve assemblies 151. The drive mechanism 242 can control the intake volume of the intake mechanism 15, thereby keeping the engine 100 in an idling state. It should be noted that when the vehicle is idling, the engine 100 only needs to overcome internal frictional resistance and does not generate other loads, nor does it output power externally.

[0028] As one implementation, an idle air distribution port 2411 is provided in the intake mounting bracket 241. The idle air distribution port 2411 is connected to the throttle body assembly 151. The drive mechanism 242 controls the intake volume of the idle air distribution port 2411 by controlling its size. The idle air distribution port 2411 includes a preparation range 2411a and an effective range 2411b. When the drive mechanism 242 passes through the effective range 2411a, it is in the effective stroke. When the drive mechanism 242 passes through the preparation range 2411b, it is in the preparation stroke. The sum of the effective stroke and the preparation stroke is the total stroke, which is the stroke between the effective range 2411a and the preparation range 2411b. Specifically, the preparation stroke refers to the period when the drive mechanism 242 begins to ventilate through the idle air distribution port 2411, at which point the air intake volume is relatively small. As the air intake volume through the idle air distribution port 2411 increases, the preparation stroke ends, and the drive mechanism 242 then enters the effective stroke, during which the air intake volume through the idle air distribution port 2411 either increases or remains essentially unchanged. It should be noted that the idle air distribution port 2411 can be configured as an elliptical hole, and the drive mechanism 242 can be configured as an idle speed motor.

[0029] In this embodiment, the ratio of effective stroke to total stroke is greater than or equal to 0.9 and less than or equal to 1. Specifically, the ratio is greater than or equal to 0.95 and less than or equal to 0.98. More specifically, the ratio is 0.96. This setting avoids excessively large preparation strokes in the drive mechanism due to a too small ratio of effective stroke to total stroke, thus preventing a decrease in the intake air volume of the idle air distribution port. This, in turn, helps to improve the flow coefficient of the idle air distribution port and consequently, improves the working efficiency of the idle mechanism. It should be noted that when the ratio of effective stroke to total stroke is equal to 1, the performance of the idle mechanism is at its optimal state, which helps to improve the engine's working performance.

[0030] As one implementation, the ratio of the maximum inner diameter to the minimum inner diameter of the idle air distribution port 2411 is greater than or equal to 1.1 and less than or equal to 1.9. Further, the ratio of the maximum inner diameter to the minimum inner diameter of the idle air distribution port 2411 is greater than or equal to 1.3 and less than or equal to 1.7. Even further, the ratio of the maximum inner diameter to the minimum inner diameter of the idle air distribution port 2411 is 1.3. The above settings prevent the length of the idle air distribution port 2411 from being too large due to an excessively small ratio between its maximum and minimum inner diameters, thus preventing the intake mounting seat 241 from becoming too long and reducing its volume. They also prevent the size of the idle air distribution port 2411 from becoming too small due to an excessively large ratio between its maximum and minimum inner diameters, thus preventing a reduction in the intake volume of the idle air distribution port 2411 and improving the stability of the engine 100 at idle.

[0031] In one implementation, the intake mounting base 241 includes a drive mechanism hole 2412 and an idle air intake hole 2413, which are connected. The intake mechanism 15 also includes an idle air intake pipe 15b, which is connected to 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 penetrates the intake mounting base 241 and is connected to the drive mechanism hole 2412. This configuration... The idle air intake pipe 15b delivers gas to the intake mounting base 241 through the idle air intake port 2413. The opening size of the idle air distribution port 2411 is controlled by the movement of the drive mechanism 242 within the drive mechanism hole 2412, thereby controlling the air intake volume of the idle air distribution port 2411 and improving the functional versatility of the intake mounting base 241. It should be noted that a motor sealing ring 2421 is also fitted onto the drive mechanism 242, and the motor sealing ring 2421 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 intake mounting base 241, thus improving the air intake efficiency of the idle air distribution port 2411. It should be noted that there can be multiple idle air ports 2411. The idle air ports 2411 are circumferentially distributed around the central axis of the drive mechanism port 2413. The number of idle air ports 2411 can be set according to actual needs to maintain the stability of the engine 100 in the idle state.

[0032] In one implementation, the drive mechanism 242 includes a telescopic portion 2422 located within the drive mechanism bore 2412. The telescopic portion 2422 moves along the central axis of the drive mechanism bore 2412 and at least partially abuts against the idle air distribution port 2411. The telescopic portion 2422 can control the opening size of the idle air distribution port 2411. Specifically, when the engine 100 is in idle mode, the telescopic portion 2422 first passes through the preparation interval 2411a to allow the drive mechanism 242 to enter the preparation stroke. After the preparation interval 2411a ends, it passes through the effective interval 2411b to allow the drive mechanism 242 to enter the effective stroke. With the above configuration, the telescopic part 2422 can control the opening size of the idle air distribution port 2411, thereby controlling the air intake volume of the idle air distribution port 2411. When the telescopic part 2422 moves away from the idle air intake port 2413, the opening of the idle air distribution port 2411 gradually increases, so as to increase the air intake volume of the idle air distribution port 2411. Similarly, when the telescopic part 2422 moves closer to the idle air intake port 2413, the opening of the idle air distribution port 2411 gradually decreases, so as to decrease the air intake volume of the idle air distribution port 2411.

[0033] In this embodiment, when the telescopic part 2422 moves away from the idle air intake port 2413, the idle air intake port 2413 communicates with the idle air distribution port 2411 through the drive mechanism hole 2412, and the opening of the idle air distribution port 2411 gradually increases; when the telescopic part 2422 moves closer to the idle air intake port 2413, the opening of the idle air distribution port 2411 gradually decreases. Specifically, when the engine 100 is stationary, the telescopic part 2422 completely isolates the idle air distribution port 2411 from the drive mechanism port 2412, preventing them from communicating. When the engine 100 transitions from a stationary state to an idling state, the telescopic part 2422 gradually opens the idle air distribution port 2411 and connects it with the drive mechanism port 2412, allowing airflow from the idle air intake port 2413 to enter the idle air distribution port 2411 through the drive mechanism port 2412. This gradually increases the flow coefficient between the idle air distribution port 2411 and the drive mechanism port 2412, facilitating the engine 100's entry into the idling state. Similarly, when the engine 100 needs to deactivate the idling state, the telescopic part 2422 isolates the idle air distribution port 2411 from the drive motor port 2412, preventing airflow from the idle air intake port 2413 from entering the idle air distribution port 2411 through the drive mechanism port 2412, thus deactivating the engine 100 from the idling state.

[0034] As one implementation, the intake mounting bracket 241 is provided with an idle air passage 2414 communicating with the throttle assembly 151, and the idle air distribution port 2411 communicates with the idle air passage 2414. Specifically, the intake mounting bracket 241 extends at least partially toward the throttle assembly 151 and connects with the throttle assembly 151. The idle air passage 2414 passes through the extended portion of the intake mounting bracket 241 and forms a venting port, so that the gas in the intake mounting bracket 241 is directly delivered to the throttle assembly 151 after passing through the idle air distribution port 2411 and the idle air passage 2414. The above configuration improves the fit between the intake mounting bracket 241 and the throttle assembly 151, thereby enhancing their working efficiency. Furthermore, the tight connection between the intake mounting bracket 241 and the throttle assembly 151 also contributes to improving their structural compactness.

[0035] In one implementation, the throttle assembly 151 includes a bypass pipe 1512, through which the idle air distribution port 2411 and the idle air passage 2414 are connected. Specifically, the throttle assembly 151 is relatively large, and the idle air passages 2414 are evenly distributed on the throttle assembly 151. Since the intake mounting base 241 is relatively small, and the idle air distribution ports 2411 are concentrated on the intake mounting base 241, the distance between some idle air passages 2414 and idle air distribution ports 2411 is relatively large. Therefore, a bypass pipe 1512 needs to be provided between the idle air passages 2414 and idle air distribution ports 2411.

[0036] More specifically, an intake duct 1514 is provided on the throttle assembly 151, and an air delivery duct 2415 is provided on the intake mounting seat 241. One end of a 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 the above arrangement, the bypass pipe 1512, the idle air passage 2414, and the idle air distribution port 2411 cooperate with each other to ensure that the gas in the idle air distribution port 2411 is evenly delivered to the idle air passage 2414, thereby improving the gas transmission efficiency of the bypass pipe 1512, the idle air passage 2414, and the idle air distribution port 2411. At the same time, it avoids setting too many intake mounting seats 241, which also helps to improve the space utilization of the engine 100.

[0037] like Figures 6 to 8 As shown, in this embodiment, the idling mechanism 24 includes a bypass pipe bracket 1513, one end of which is connected to the throttle body assembly 151, and the other end of which is connected to the bypass pipe 1512. Specifically, the throttle assembly 151 includes a throttle valve 1511. When the engine 100 is idling, it will generate high-frequency vibration. Due to the low structural strength and long length of the bypass pipe 1512, when the engine 100 vibrates during operation, the connection between the bypass pipe 1512 and the throttle valve 1511 will vibrate along with the engine 100. The bypass pipe 1512 is easily detached due to vibration. The bypass pipe 1512 is only provided with a connection point to 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 excessive vibration amplitude can easily cause the bypass pipe 1512 to collide with other fixed parts, resulting in damage to the bypass pipe 1512. Through the above-mentioned device, the bypass pipe bracket 1513 can increase the fixing points of the bypass pipe 1512, thereby avoiding collision and damage to other fixing parts during the vibration of the bypass pipe 1512, so as to avoid the engine 100 idling unstable speed or excessive emissions due to the damage of the bypass pipe 1512. In this way, the connection stability and service life of the bypass pipe 1512 can be improved, and it is also conducive to improving the connection strength of the bypass pipe 1512, thereby improving the structural stability of the idling 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. Through this arrangement, the snap-fit ​​connection between the bypass pipe bracket 1513 and the bypass pipe 1512 facilitates the disassembly, assembly, and maintenance 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 intake port 154 communicating with the outside and the throttle assembly 151. The intake port 154 communicates with at least a portion of the throttle valves 1511 and is used to supply air to the throttle valve assembly 1511. Specifically, the intake port 154 communicates with a portion of the throttle valves 1511 and supplies air to that portion. This portion of the throttle valves 1511 is connected to and supplies air to other throttle valves 1511 via a bypass pipe. With the above arrangement, the intake port 154 does not need to be connected to all throttle valves 1511. Connecting all throttle valves 1511 via a bypass pipe simplifies the structure and allows the intake port 154 to be directly mounted on the throttle valves 1511, thereby simplifying the structure of the throttle assembly 151. This improves the assembly performance of the throttle assembly 151 and reduces the production cost of the engine 100.

[0040] As one 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 intake port 154 is connected to the first throttle valve 1511a and the second throttle valve 1511b. The throttle assembly 151 is provided with a connecting channel, through which the intake port 154 connects to the first throttle valve 1511a and the second throttle valve 1511b. With the above configuration, the air intake 154 can be located between the first throttle valve 1511a and the second throttle valve 1511b, and supply air to the first throttle valve 1511a and the second throttle valve 1511b through a connecting channel. The first throttle valve 1511a supplies air to the fourth throttle valve 1511d through the first bypass pipe 1512a, and the second throttle valve 1511b supplies air to the fourth throttle valve 1511d through the second bypass pipe 1512b. This enables the first throttle valve 1511a, the second throttle valve 1511b, the third throttle valve 1511c, and the fourth throttle valve 1511d to supply air to the four cylinders of the engine 100, thereby improving the intake efficiency of the throttle valve assembly 151 and improving the working stability of the engine 100.

[0041] The first throttle body 1511a and the second throttle body 1511b are integrally formed, as are the third throttle body 1511c and the fourth throttle body 1511d. The second throttle body 1511b and the third throttle body 1511c are connected by fasteners. Specifically, the second throttle body 1511b is provided with a second throttle body connector (not shown in the figure), and the third throttle body 1511c is provided with a third throttle body connector (not shown in the figure). The fasteners pass through the second throttle body connectors and are then fixedly connected to the third throttle body connectors. The fasteners can be bolts or screws, etc. This integral design reduces the number of connectors in the throttle body assembly 151, thereby improving the assembly efficiency and performance of the throttle body assembly 151.

[0042] In this embodiment, the first bypass pipe 1512a is disposed away from the throttle body 1511, and the second bypass pipe 1512b is disposed close to the throttle body 1511. One end of the bypass pipe bracket 1513 is connected to one side of the second throttle body 1511b and the third throttle body 1511c, and the other end of the bypass pipe bracket 1513 is sleeved on the outside of the first bypass pipe 1512a. Specifically, the bypass pipe bracket 1513 is disposed between the second throttle body 1511b and the third throttle body 1511c, and the bypass pipe bracket 1513 can be installed at the same point as the second throttle body connector and the third throttle body connector. With the above configuration, the first bypass pipe 1512a is longer than the second bypass pipe 1512b and farther from the throttle body 1511. Therefore, the vibration amplitude of the second bypass pipe 1512b is smaller than that of the first bypass pipe 1512a, eliminating the need for a bypass pipe bracket 1513. This avoids complicating the structure of the throttle body assembly 151 by using multiple bypass pipe brackets 1513, which would hinder assembly. Furthermore, point-based mounting reduces the number of fixing points on the throttle body assembly 151, simplifying its structure and improving the assembly performance of the bypass pipe bracket 1513.

[0043] As an optional implementation, the bypass pipe bracket 1513 also includes a fixing part (not shown) for fixing the second bypass pipe 1512b. With the above configuration, the bypass pipe bracket 1513 can be connected to the first bypass pipe 1512a through the fixing buckle 1513a, and simultaneously connected to the second bypass pipe 1512b through the fixing part. 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 one implementation, the bypass pipe bracket 1513 also includes a clearance portion 1513b for avoiding the first bypass pipe 1512a, the clearance portion 1513b being disposed in the middle of the bypass pipe bracket 1513. Specifically, since the second bypass pipe 1512b is shorter and has a smaller vibration amplitude, it does not need to be provided with a bypass pipe bracket 1513 or connected to the bypass pipe bracket 1513. Therefore, when the bypass pipe bracket 1513 is connected to the first bypass pipe 1512a, the bypass pipe bracket 1513 needs to be provided with a clearance portion 1513b to avoid the second bypass pipe 1512b colliding with the bypass pipe bracket 1513 during vibration and causing damage, thereby avoiding the problem of unstable idling speed of the engine 100 caused by damage to the second bypass pipe 1512b. With the above configuration, 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 clearance portion 1513b is disposed above the second bypass pipe 1512b. Specifically, the lower part of the throttle body assembly 151 is connected to the cylinder head 112. The clearance portion 1513b being disposed above the second bypass pipe 1512b can prevent interference between the bypass pipe bracket 1513 and the cylinder head 112, facilitate the arrangement of the bypass pipe bracket 1513, and also facilitate the disassembly and assembly of the bypass pipe bracket 1513, thereby improving the assembly efficiency of the bypass pipe bracket 1513.

[0046] In one implementation, the idle speed mechanism 24 is connected to the throttle body assembly 151. The idle speed mechanism 24 is located between the first bypass pipe 1512a and the second bypass pipe 1512b, and both the first bypass pipe 1512a and the second bypass pipe 1512b are connected to the idle speed mechanism 24. By setting the idling mechanism 24 close to the first bypass pipe 1512a and the second bypass pipe 1512b, the structural compactness of the idling mechanism 24, the first bypass pipe 1512a, and the second bypass pipe 1512b can be improved. This facilitates the connection of the first bypass pipe 1512a and the second bypass pipe 1512b to the idling mechanism 24. At the same time, the connection between the idling mechanism 24 and the throttle assembly 151 can be improved, thereby enhancing the connection stability between the idling mechanism 24 and the throttle assembly 151. This allows the idling mechanism 24 to connect to the intake port 154, which in turn allows the idling mechanism 24 to simultaneously connect to all throttle valves 1511, thus improving the working stability of the throttle assembly 151.

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

Claims

1. An engine, comprising: Cylinder head; An intake mechanism, comprising a plurality of throttle valve assemblies, wherein the throttle valve assemblies are connected to the cylinder head; An idling mechanism includes an intake mounting base and a drive mechanism. The intake mounting base is connected to the throttle valve assembly, and the drive mechanism is at least partially located within the intake mounting base and fixedly connected to the intake mounting base. The feature is that an idle speed valve port is provided in the intake mounting bracket, and the idle speed valve port is connected to the throttle assembly; the idle speed valve port includes a preparation range and an effective range, when the drive mechanism passes through the effective range, the drive mechanism is in the effective stroke, when the drive mechanism passes through the preparation range, the drive mechanism is in the preparation stroke, the sum of the preparation stroke and the effective stroke is defined as the 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, The ratio between the effective travel and the total travel 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 port is configured as a waist-shaped port.

4. The engine according to claim 1, characterized in that, The intake mounting base includes a drive mechanism hole and an idle air intake hole, the drive mechanism hole and the idle air intake hole are connected, the 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 intake mounting base, and the idle air distribution hole is connected to the drive mechanism hole.

5. The engine according to claim 4, characterized in that, The idle speed air distribution port is provided in multiple ways, and the idle speed air distribution port is circumferentially distributed around the central axis of the drive mechanism hole.

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

7. The engine according to claim 6, characterized in that, When the telescopic part moves away from the idle air intake port, the idle air intake port communicates with the idle air distribution port through the drive mechanism hole, and the opening of the idle air distribution port gradually increases; when the telescopic part moves closer to the idle air intake port, the opening of the idle air distribution port gradually decreases.

8. The engine according to claim 1, characterized in that, The intake mounting bracket is provided with an idle air passage that communicates with the cylinder head, and the idle air distribution port communicates 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 port is connected to the idle air passage through the bypass pipe.

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

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