Engine and traveling equipment

Abstract

The utility model discloses an engine and driving equipment, the engine comprises a cylinder, a first air inlet channel, a first air inlet valve, a second air inlet channel and a second air inlet valve, and the first air inlet channel is communicated with the cylinder; the first air inlet valve is arranged on the first air inlet channel to open and close the first air inlet channel. The second air inlet channel is communicated with the air cylinder; the second air inlet valve is arranged on the second air inlet channel so as to open and close the second air inlet channel. The opening time of the first intake valve is the same as that of the second intake valve, and the closing time of the first intake valve is later than that of the second intake valve; in the opening process of the intake valves, under the same crank angle, the first intake valve and the second intake valve have the same lift; in the closing process of the intake valves, under the same crank angle, the lift of the first intake valve is larger than that of the second intake valve all the time. The engine provided by the utility model is low in emission.

Description

TECHNICAL FIELD

[0001] The utility model relates to power equipment technical field, especially an engine and driving equipment. BACKGROUND

[0002] To alleviate the energy crisis and environmental pollution, for example in natural gas engine, reducing gas consumption and emission is the problem that the natural gas engine urgently needs to solve at present. The traditional natural gas engine adopts premixed ignition type technical route, and the tumble flow is beneficial to improving the center turbulent kinetic energy in the cylinder, accelerating the initial fire core development speed, and can improve the engine thermal efficiency. However, under the background of large cylinder diameter, it is difficult to produce the circumferential vortex motion in the cylinder after using the parallel gas channel to build strong tumble flow.

[0003] However, with the development of the combustion process, the tumble flow effect gradually weakens, and because the edge turbulent kinetic energy is low, the flame development speed slows down in the later stage, resulting in long combustion duration and incomplete combustion in the later stage, which leads to high emission.

[0004] Therefore, how to reduce the engine and driving equipment is a technical problem that the person skilled in the art needs to solve. CONTENT OF THE UTILITY MODEL

[0005] The utility model aims at providing an engine and driving equipment, which has reduced engine emission.

[0006] The engine provided by the application comprises a cylinder, a first air inlet, a first air inlet valve, a second air inlet and a second air inlet valve, the first air inlet is communicated with the cylinder, the first air inlet valve is arranged on the first air inlet to open and close the first air inlet, the second air inlet is communicated with the cylinder, and the second air inlet valve is arranged on the second air inlet to open and close the second air inlet.

[0007] The opening time of the first air inlet valve and the second air inlet valve is the same, the closing time of the first air inlet valve is later than that of the second air inlet valve, the lift of the first air inlet valve is greater than that of the second air inlet valve, the lift of the first air inlet valve and the second air inlet valve is the same at the same crank angle during the opening process of the air inlet valve, and the lift of the first air inlet valve is always greater than that of the second air inlet valve at the same crank angle during the closing process of the air inlet valve.

[0008] Optionally, in the above engine, the maximum lift h1 of the first air inlet valve and the maximum lift h2 of the second air inlet valve satisfy h1=h2.

[0009] Optionally, in the above engine, the included angle Φ1 of the first air inlet valve, the included angle Φ2 of the second air inlet valve and the delay closing angle Φ3 of the first air inlet valve relative to the second air inlet valve satisfy Φ1>Φ2, Φ1=Φ2+Φ3 and 0<Φ3≤0.5Φ1.

[0010] Optionally, in the above engine, the crankshaft angle β1 corresponding to the highest lift of the first intake valve and the crankshaft angle β2 corresponding to the highest lift of the second intake valve satisfy: β2<β1<0.5Φ1.

[0011] Optionally, in the above engine, the opening phase of the first intake valve is earlier than the piston top dead center, and the closing phase of the first intake valve is later than the piston bottom dead center.

[0012] Optionally, in the above engine, the opening phase of the second intake valve is earlier than the piston top dead center, and the closing phase of the second intake valve is later than the piston bottom dead center.

[0013] Optionally, in the above engine, further comprising:

[0014] a first rocker arm, a first end of the first rocker arm being used for abutting the first intake valve;

[0015] a first cam, the first cam abutting the first rocker arm to drive the first intake valve to move;

[0016] a second rocker arm, a first end of the second rocker arm being used for abutting the second intake valve;

[0017] a second cam, the second cam abutting the second rocker arm to drive the second intake valve to move;

[0018] a first camshaft;

[0019] a rocker arm shaft, the first cam and the second cam being installed on the first camshaft, the first rocker arm and the second rocker arm being sleeved on the rocker arm shaft and being rotatably connected with the rocker arm shaft;

[0020] the first intake valve and the second intake valve are located on one side of the rocker arm shaft, the first camshaft is located on the other side of the rocker arm shaft, and the first camshaft is located below the first rocker arm and the second rocker arm; or the first intake valve and the second intake valve are located on one side of the first camshaft, the rocker arm shaft is located on the other side of the first camshaft, and the first camshaft is located above the first rocker arm and the second rocker arm.

[0021] Optionally, in the above engine, further comprising:

[0022] a second camshaft;

[0023] a third cam, the third cam being installed on the second camshaft, the third cam driving the first intake valve to move;

[0024] A fourth cam is mounted on the second camshaft, and the fourth cam drives the second intake valve.

[0025] Optionally, in the engine, the first intake valve and the second intake valve are arranged on a cylinder head of the cylinder, the first intake passage and the second intake passage are arranged in parallel, and a line connecting the center positions of the first intake valve and the second intake valve is parallel to a line connecting the front end and the rear end of the cylinder head.

[0026] The first intake passage and the second intake passage are symmetrically arranged on opposite sides of a first straight line passing through the center of the cylinder, and the first straight line is perpendicular to the line connecting the front end and the rear end of the cylinder head.

[0027] A driving device includes the engine.

[0028] In the technical scheme, the engine includes a cylinder, a first intake passage, a first intake valve, a second intake passage, and a second intake valve, the first intake passage is in communication with the cylinder, the first intake valve is arranged on the first intake passage to open and close the first intake passage, the second intake passage is in communication with the cylinder, and the second intake valve is arranged on the second intake passage to open and close the second intake passage.

[0029] As can be seen from the above description, in the engine, at the same crankshaft angle, the lift of the first intake valve is always greater than the lift of the second intake valve when the two intake valves are closed, that is, by differentiating the closing of the two intake valves, a vortex is constructed on the basis of strong tumble flow to realize accelerated in-cylinder combustion and reduce engine emissions. BRIEF DESCRIPTION OF DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only the embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of the provided drawings.

[0031] Figure 1 The lift curve of the first intake valve and the second intake valve provided in the embodiments of the present application is shown in the figure.

[0032] Figure 2The valve lift and tumble intensity in the conventional intake valve synchronous intake state are shown in the corresponding crankshaft angle.

[0033] Figure 3 This is a schematic diagram showing the corresponding positions of valve lift and airflow intensity at crankshaft angles in the valve asynchronous state provided by an embodiment of the present invention;

[0034] Figure 4 This is a flow field effect diagram of the air intake duct provided by the embodiment of the utility model;

[0035] Figure 5 This is a flow field effect diagram at the end of compression in the cylinder provided by an embodiment of the utility model;

[0036] Figure 6 A schematic diagram of the cylinder temperature corresponding to the intake valve synchronous intake and the intake valve asynchronous intake provided in the embodiment of the present utility model;

[0037] Figure 7 A schematic diagram of the three-dimensional structure of an engine provided by an embodiment of the present utility model;

[0038] Figure 8 A schematic diagram of the structure of an engine provided by an embodiment of the present utility model;

[0039] Figure 9 A schematic diagram of the structure of an asynchronous scavenging engine provided by an embodiment of the utility model;

[0040] Figure 10 A schematic diagram of the three-dimensional structure of the first engine intake position provided by an embodiment of the present utility model;

[0041] Figure 11 for Figure 10 A front view of the engine intake location is shown;

[0042] Figure 12 A schematic diagram of the three-dimensional structure of the second engine intake position provided by an embodiment of the present utility model;

[0043] Figure 13 for Figure 12 A front view of the engine intake location is shown;

[0044] Figure 14 A schematic diagram of the three-dimensional structure of the third engine intake position provided by an embodiment of the present utility model;

[0045] Figure 15 for Figure 14 Front view of the engine air intake location shown.

[0046] in Figures 7-15In the middle: 1-cylinder, 2-intake valve, 201-first intake valve, 202-second intake valve, 3-lateral clearance, 4-intake port, 401-first intake port, 402-second intake port, 5-cylinder sleeve, 6-first camshaft, 701-first cam, 702-second cam, 801-third cam, 802-fourth cam, 9-rocker arm, 901-first rocker arm, 902-second rocker arm, 10-rocker shaft, 11-second camshaft, 12-piston, 13-piston ring, 14-flow extrusion area. DETAILED DESCRIPTION

[0047] The core of the utility model is to provide an engine and a driving device, the engine emission is reduced.

[0048] In order to make those skilled in the art better understand the technical scheme of the utility model, the utility model is further explained in detail below in combination with drawings and embodiments.

[0049] Please refer to Figures 1 to 14 .

[0050] In one specific embodiment, the engine provided by the utility model embodiment comprises a cylinder 1, a first intake port 401, a first intake valve 201, a second intake port 402 and a second intake valve 202, the first intake port 401 is communicated with the cylinder 1, the first intake valve 201 is arranged on the first intake port 401 to open and close the first intake port 401, the second intake port 402 is communicated with the cylinder 1, and the second intake valve 202 is arranged on the second intake port 402 to open and close the second intake port 402.

[0051] The opening time of the first intake valve 201 and the second intake valve 202 is the same, the closing time of the first intake valve 201 is later than that of the second intake valve 202, in the intake valve opening process, the lift of the first intake valve 201 and the second intake valve 202 is the same at the same crank angle, and in the intake valve closing process, the lift of the first intake valve 201 is always greater than that of the second intake valve 202 at the same crank angle, that is, in the intake stage, the first intake valve 201 and the second intake valve 202 are opened simultaneously, in the intake valve 2 opening process, the lift of the first intake valve 201 is consistent with that of the second intake valve 202, in the intake valve 2 closing process, the lift of the second intake valve 202 is first reduced, after a certain crank angle, the first intake valve 201 starts to reduce, the lift of the first intake valve 201 is always greater than that of the second intake valve 202, the second intake valve 202 is closed first, and the first intake valve 201 is closed later.

[0052] Specifically, the engine provided by the utility model can be a four-valve engine, and specifically, two intake valves 2 and two exhaust valves are arranged.

[0053] From the above description, it can be seen that in the engine provided in the embodiments of the present application, the lift of the first intake valve is always greater than the lift of the second intake valve at the same crank angle when the two intake valves are closed, that is, the two intake valves are closed differently. The strong tumble flow is used to build a vortex to realize accelerated in-cylinder combustion and reduce engine emissions.

[0054] The following will be described in combination with Figure 15 The symbols in the present application are described as follows: b1 refers to the initial position of the valve, at which the intake passage 4 is closed; b2 refers to the maximum lift h1 of the first intake valve 201 and the maximum lift h2 of the second intake valve 202; b3 refers to the height h'1 corresponding to the maximum lift of the first cam 701 and the height h'2 corresponding to the maximum lift of the second cam 702; b4 refers to the crank angle β1 corresponding to the maximum lift of the first intake valve 201; b5 refers to the crank angle β2 corresponding to the maximum lift of the second intake valve 202; b6 refers to the included angle φ1 of the first intake valve 201; b7 refers to the included angle φ2 of the second intake valve 202; and b8 refers to the delayed closing angle φ3 of the first intake valve 201 relative to the second intake valve 202.

[0055] In one embodiment, the maximum lift h1 of the first intake valve 201 and the maximum lift h2 of the second intake valve 202 satisfy: h1 = h2.

[0056] In one embodiment, the included angle φ1 of the first intake valve 201, the included angle φ2 of the second intake valve 202, and the delayed closing angle φ3 of the first intake valve 201 relative to the second intake valve 202 satisfy: φ1 < φ2, φ1 = φ2 + φ3, and 0 < φ3 ≤ 0.5φ1.

[0057] In one embodiment, the crank angle β1 corresponding to the maximum lift of the first intake valve 201 and the crank angle β2 corresponding to the maximum lift of the second intake valve 202 satisfy: β2 < β1 < 0.5φ1.

[0058] To ensure the sufficiency of intake air, the opening phase of the first intake valve 201 is earlier than the top dead center of the piston 12, and the closing phase of the first intake valve 201 is later than the bottom dead center of the piston 12, at which the intake air inertia is fully utilized to improve the intake efficiency. Alternatively, the opening phase of the second intake valve 202 can be earlier than the top dead center of the piston 12, and the closing phase of the second intake valve 202 can be later than the bottom dead center of the piston 12.

[0059] In one embodiment, the first intake valve 201 and the second intake valve 202 are arranged on the cylinder head of the cylinder 1, and the first intake passage 401 and the second intake passage 402 are arranged in parallel, at which the airflow in the first intake passage 401 and the second intake passage 402 is arranged in parallel. The line connecting the center positions a4 of the first intake valve 201 and the second intake valve 202 is parallel to the line a2 connecting the front end and the rear end of the cylinder head.

[0060] The first and second intake ducts 401, 402 are symmetrically arranged on opposite sides of a first line a1 passing through the center a3 of the cylinder 1. The first line a1 is perpendicular to a line a4 connecting the front and rear ends of the cylinder head. The first and second intake ducts 401, 402 are symmetrically arranged around the first line.

[0061] In a specific embodiment, the engine also includes a first rocker arm 901, a first cam 701, a second rocker arm 902, and a second cam 702, wherein the first rocker arm 901 and the second rocker arm 902 constitute the rocker arm 9 of the engine. Specifically, each intake valve 2 is driven to move by a corresponding rocker arm 9.

[0062] The first end of the first rocker arm 901 is configured to abut against the number one intake valve 201, and the first cam 701 abuts against the first rocker arm 901 to drive the movement of the number one intake valve 201. Specifically, the first cam 701 drives the first rocker arm 901 to rotate, and the first rocker arm 901 drives the number one intake valve 201 to perform linear reciprocating motion to open and close the first intake passage 401. The first end of the second rocker arm 902 is configured to abut against the number two intake valve 202, and the second cam 702 abuts against the second rocker arm 902 to drive the movement of the number two intake valve 202. Specifically, the second cam 702 drives the second rocker arm 902 to rotate, and the second rocker arm 902 drives the number two intake valve 202 to perform linear reciprocating motion to open and close the second intake passage 402.

[0063] Furthermore, the engine also includes a first camshaft 6 and a rocker shaft 10, and the first cam 701 and the second cam 702 are both installed on the first camshaft 6; the first rocker arm 901 and the second rocker arm 902 are both sleeved on the rocker shaft 10 and rotatably connected to the rocker shaft 10.

[0064] like Figure 14 and Figure 15 As shown, the first and second intake valves 201 and 202 are located on one side of the rocker shaft 10, while the first camshaft 6 is located on the other side. The rocker shaft 10 is located above the first camshaft 6 and between the intake valves 2 and the camshaft. In this configuration, two independent cams, first cam 701 and second cam 702, respectively, drive the first and second intake valves 201 and 202, achieving precise control of valve lift. Specifically, the first cam 701 interacts with the first rocker arm 901 to drive the first intake valve 201 according to the profile of the first cam 701; the second cam 702 interacts with the second rocker arm 902 to drive the second intake valve 202 according to the profile of the second cam 702. This design allows the two intake valves 2 in the same cylinder to achieve different valve lifts when the cam profiles are different, thereby optimizing engine performance. This layout is simple and reliable, while also meeting height and width constraints.

[0065] At this time, the first camshaft 6 is located below the first rocker arm 901 and the second rocker arm 902, and the first rocker arm 901 is provided with a roller in contact with the first cam 701 for the friction between the first rocker arm 901 and the first cam 701, and the second rocker arm 902 is provided with a roller in contact with the second cam 702 for the friction between the second rocker arm 902 and the second cam 702. Specifically, the rotation axis of the roller is parallel to the rotation axis of the first camshaft 6.

[0066] The first cam 701 and the second cam 702 have different profiles, resulting in a difference in the closing time of the first intake valve 201 and the second intake valve 202. This design enables the two intake valves 2 to achieve asynchronous closing actions according to their respective cam profiles.

[0067] As shown in Figure 10 and Figure 11 , the first intake valve 201 and the second intake valve 202 are located on one side of the first camshaft 6, the rocker shaft 10 is located on the other side of the first camshaft 6, and the first camshaft 6 is located above the first rocker arm 901 and the second rocker arm 902. This structure can reduce the overall height within a certain range, but the width is generally wide, which is suitable for engines with limited height and unlimited width.

[0068] In a specific embodiment, the engine further comprises a second camshaft 11, a third cam 801, and a fourth cam 802. The third cam 801 is mounted on the second camshaft 11 and drives the first intake valve 201 to move. The fourth cam 802 is mounted on the second camshaft 11 and drives the second intake valve 202 to move. At this time, the third cam 801 can directly act on the tappet of the first intake valve 201, and the fourth cam 802 directly acts on the tappet of the second intake valve 202. The third cam 801 and the fourth cam 802 directly drive the corresponding tappets to move, thereby driving the corresponding valves to open and close. The overall structure is simple and reliable, and can also consider the height and width limitations. The structure requires less space, which is suitable for engines with limited height and width, but the load that can be withstood by the structure is relatively small. By adjusting the valve lift in the above manner, the structure is simple and reliable, and can also consider the height and width limitations of the engine.

[0069] The present application constructs a vortex motion on the edge of the cylinder 1 based on strong rolling flow in the center of the cylinder 1. The piston ring 13 is arranged between the piston 12 and the cylinder liner 5 of the cylinder 1, and the circumferential motion promotes the movement of the residual mixture in the side gap 3 between the piston 12 and the cylinder liner 5 of the cylinder 1 and the extrusion flow area 14 formed by the piston 12 and the cylinder head into the effective combustion area, thereby reducing the residual methane in the harmful volume and reducing methane emissions.

[0070] The temperature in the cylinder 1 is shown inFigure 6 As shown, the design profile builds vortex motion on the basis of strong tumble flow at the center of the cylinder 1, which is beneficial to increase the in-cylinder turbulent kinetic energy in the late combustion stage, promote flame propagation, accelerate the combustion speed, and make the combustion end time far away from the opening time of the exhaust valve 3. The asynchronous intake temperature provided by the application is lower.

[0071] Since the effective flow of the intake valve can be basically maintained unchanged, the profile is suitable for the engine under some working conditions, and can take into account the high-speed vehicle, national road and mountain transportation scenes.

[0072] As for thermal efficiency: the design profile builds vortex motion on the basis of strong tumble flow at the center of the cylinder, which is beneficial to increase the in-cylinder turbulent kinetic energy in the late combustion stage, promote flame propagation, accelerate the combustion speed, and complete the entire combustion process in a relatively smaller cylinder volume, so that the combustion constant degree is higher, which is beneficial to improve the working efficiency of the working medium on the piston, that is, to improve the thermal efficiency.

[0073] In addition, at the valve closing time, one intake valve is delayed to close, and under the same intake pressure, the mass flow of the gas entering the cylinder is reduced, the effective compression ratio of the engine is reduced, which is beneficial to reduce the in-cylinder temperature and pressure at the compression top dead center, suppress engine knock, and improve the thermal efficiency of the engine.

[0074] The application provides a driving device, which comprises an engine, wherein the engine is any of the engines described above. The foregoing describes the specific structure of the engine, and the application comprises the above-mentioned engine, which also has the technical effects described above.

[0075] Specifically, the driving device provided by the application can be a vehicle.

[0076] The embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other.

[0077] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine characterized by, The cylinder (1), the first intake passage (401), the first intake valve (201), the second intake passage (402) and the second intake valve (202) are included, the first intake passage (401) is communicated with the cylinder (1); the first intake valve (201) is arranged on the first intake passage (401) to open and close the first intake passage (401); the second intake passage (402) is communicated with the cylinder (1); the second intake valve (202) is arranged on the second intake passage (402) to open and close the second intake passage (402); The opening time of the first intake valve (201) and the second intake valve (202) is the same, the closing time of the first intake valve (201) is later than that of the second intake valve (202), the lift of the first intake valve (201) is greater than that of the second intake valve (202); during the opening process of the intake valve, at the same crank angle, the lift of the first intake valve (201) and the second intake valve (202) is the same; during the closing process of the intake valve, at the same crank angle, the lift of the first intake valve (201) is always greater than that of the second intake valve (202).

2. The engine of claim 1, wherein The maximum lift h1 of the first intake valve (201) and the maximum lift h2 of the second intake valve (202) satisfy: h1=h2.

3. The engine of claim 1, wherein The included angle Φ1 of the first intake valve (201), the included angle Φ2 of the second intake valve (202) and the delay closing angle Φ3 of the first intake valve (201) relative to the second intake valve (202) satisfy: Φ1>Φ2, Φ1=Φ2+Φ3, 0<Φ3≤0.5Φ1.

4. The engine of claim 1, wherein The crank angle β1 corresponding to the maximum lift of the first intake valve (201) and the crank angle β2 corresponding to the maximum lift of the second intake valve (202) satisfy: β2<β1<0.5Φ1.

5. The engine of claim 1, wherein The opening phase of the first intake valve (201) is earlier than the piston top dead center, and the closing phase of the first intake valve (201) is later than the piston bottom dead center.

6. The engine of claim 1, wherein The opening phase of the second intake valve (202) is earlier than the piston top dead center, and the closing phase of the second intake valve (202) is later than the piston bottom dead center.

7. The engine of claim 1, wherein Further comprising: A first rocker arm (901), a first end of the first rocker arm (901) is used for abutting the first intake valve (201); A first cam (701), the first cam (701) abuts the first rocker arm (901) to drive the first intake valve (201) to move; A second rocker arm (902), a first end of the second rocker arm (902) is used for abutting the second intake valve (202); A second cam (702), the second cam (702) abuts the second rocker arm (902) to drive the second intake valve (202) to move; A first camshaft (6); A rocker shaft (10), the first cam (701) and the second cam (702) are installed on the first cam shaft (6); the first rocker arm (901) and the second rocker arm (902) are sleeved on the rocker shaft (10) and rotatably connected with the rocker shaft (10); The first intake valve (201) and the second intake valve (202) are located on one side of the rocker shaft (10), the first cam shaft (6) is located on the other side of the rocker shaft (10), and the first cam shaft (6) is located below the first rocker arm (901) and the second rocker arm (902); or the first intake valve (201) and the second intake valve (202) are located on one side of the first cam shaft (6), the rocker shaft (10) is located on the other side of the first cam shaft (6), and the first cam shaft (6) is located above the first rocker arm (901) and the second rocker arm (902).

8. The engine of claim 1, wherein Further comprising: A second cam shaft (11); A third cam (801), the third cam (801) is installed on the second cam shaft (11), and the third cam (801) drives the first intake valve (201) to move; A fourth cam (802), the fourth cam (802) is installed on the second cam shaft (11), and the fourth cam (802) drives the second intake valve (202) to move.

9. The engine of any one of claims 1-8, wherein, The first intake valve (201) and the second intake valve (202) are arranged on the cylinder head of the cylinder (1), the first intake port (401) and the second intake port (402) are arranged in parallel, and the center line of the first intake valve (201) and the second intake valve (202) is parallel to the line connecting the front end and the rear end of the cylinder head. The first intake port (401) and the second intake port (402) are symmetrically arranged on the opposite sides of a first straight line passing through the center of the cylinder (1), and the first straight line is perpendicular to the line connecting the front end and the rear end of the cylinder head.

10. A traveling apparatus comprising an engine, characterized by The engine is the engine of any one of claims 1-9.

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