Engine and traveling equipment

Abstract

The utility model discloses an engine and driving equipment, the engine comprises an air 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 air 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 first intake valve and the second intake valve are opened at the same time, and the first intake valve is closed later than the second intake valve; in the opening process of the first inlet valve and the second inlet valve, the valve lifting range sequentially comprises a first lifting range stage and a second lifting range stage; in the first lift stage, the lift of the first intake valve and the lift of the second intake valve are the same at the same crank angle; and in the second lift stage and the closing stage of the first inlet valve and the second inlet valve, the lift of the first inlet valve is larger than that of the second inlet valve under the same crank angle. According to the engine provided by the invention, the emission is reduced.

Description

TECHNICAL FIELD

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

[0002] To alleviate energy crisis and environmental pollution, for example in natural gas engine, reducing gas consumption and emission is the problem that 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 circumferential vortex motion in the cylinder after using parallel gas duct 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 emission 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 first air inlet valve and the second air inlet valve are opened at the same time, and the first air inlet valve is closed later than the second air inlet valve; during the opening process of the first air inlet valve and the second air inlet valve, the valve lift in the upward direction comprises a first lift stage and a second lift stage in sequence; in the first lift stage, the lift of the first air inlet valve and the lift of the second air inlet valve are the same at the same crank angle; in the second lift stage and the closing stage of the first air inlet valve and the second air inlet valve, the lift of the first air inlet valve is greater than the lift of the second air inlet valve at the same crank angle.

[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 0.5h1

[0009] Optionally, in the above engine, the highest lift h2 of the second intake valve and the separation lift h3 of the first intake valve and the second intake valve at the junction position of the first lift phase and the second lift phase satisfy: 1 / 3h2

[0010] Optionally, in the above engine, the included angle Φ1 of the cam corresponding to the first intake valve, the included angle Φ2 of the cam corresponding to the second intake valve, and the delayed closing angle Φ3 of the first intake valve satisfy: Φ1< Φ2, Φ1 = Φ2 + Φ3, 0 < Φ3 ≤ 0.5 Φ1; the delayed closing angle Φ3 is the included angle of the cam corresponding to the closing of the second intake valve 202 and the closing of the first intake valve 201.

[0011] Optionally, in the above engine, the crank angle β1 corresponding to the highest lift of the first intake valve and the crank angle β2 corresponding to the highest lift of the second intake valve satisfy: β2 < β1 < 0.5 Φ1.

[0012] 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.

[0013] 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.

[0014] Optionally, in the above engine, further comprising:

[0015] A first rocker arm, a first end of the first rocker arm is used for abutting against the first intake valve;

[0016] A first cam, the first cam abuts against the first rocker arm to drive the first intake valve to move;

[0017] A second rocker arm, a first end of the second rocker arm is used for abutting against the second intake valve;

[0018] A second cam, the second cam abuts against the second rocker arm to drive the second intake valve to move;

[0019] A first camshaft, the first cam and the second cam are both installed on the first camshaft;

[0020] A rocker arm shaft, the first rocker arm and the second rocker arm are both sleeved on the rocker arm shaft and are rotatably connected with the rocker arm shaft;

[0021] 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.

[0022] Optionally, in the above engine, it further includes:

[0023] Second camshaft;

[0024] a third cam, the third cam being mounted on the second camshaft and driving the first intake valve to move;

[0025] A fourth cam is mounted on the second camshaft, and the fourth cam drives the second intake valve to move.

[0026] A traveling device includes an engine, wherein the engine is any one of the engines described above.

[0027] In the above technical scheme, the engine provided by the utility model includes a cylinder, a first intake duct, a No. 1 intake valve, a second intake duct and a No. 2 intake valve, the first intake duct is connected to the cylinder; the No. 1 intake valve is arranged in the first intake duct to open and close the first intake duct; the second intake duct is connected to the cylinder; the No. 2 intake valve is arranged in the second intake duct to open and close the second intake duct; the No. 1 intake valve and the No. 2 intake valve are opened at the same time, and the No. 1 intake valve is closed later than the No. 2 intake valve; during the opening process of the No. 1 intake valve and the No. 2 intake valve, the valve rise lift includes a first lift stage and a second lift stage in sequence; in the first lift stage, the No. 1 intake valve lift and the No. 2 intake valve lift are the same at the same crankshaft angle; in the second lift stage and the closing stage of the No. 1 and No. 2 intake valves, the No. 1 intake valve lift is greater than the No. 2 intake valve lift at the same crankshaft angle.

[0028] From the above description, it can be seen that in the engine provided in the present application, the first intake valve and the second intake valve are opened differentially, and the profile difference and closing phase difference formed by the lift of the first intake valve and the second intake valve are used to construct a vortex on the basis of strong tumble, thereby accelerating combustion in the cylinder and reducing engine emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0030] Figure 1 The first intake valve and the second intake valve lift curve diagram provided by the embodiment of the utility model shows;

[0031] Figure 2 The valve lift and the tumble intensity in the crank angle corresponding position diagram under the traditional intake valve intake state;

[0032] Figure 3 The valve lift and the flow coefficient relation diagram provided by the embodiment of the utility model shows;

[0033] Figure 4 The intake valve synchronous intake and the intake valve asynchronous intake corresponding cylinder temperature diagram provided by the embodiment of the utility model shows;

[0034] Figure 5 The valve lift and the airflow intensity in the crank angle corresponding position diagram under the valve asynchronous state provided by the embodiment of the utility model shows;

[0035] Figure 6 The intake port intake flow field effect diagram provided by the embodiment of the utility model shows;

[0036] Figure 7 The cylinder compression end flow field effect diagram provided by the embodiment of the utility model shows;

[0037] Figure 8 The three-dimensional structure schematic diagram of the first engine intake position provided by the embodiment of the utility model shows;

[0038] Figure 9 The front view of the engine intake position shown in the figure shows; Figure 8

[0039] The three-dimensional structure schematic diagram of the second engine intake position provided by the embodiment of the utility model shows; Figure 10

[0040] The front view of the engine intake position shown in the figure shows; Figure 11 Figure 10 The three-dimensional structure schematic diagram of the third engine intake position provided by the embodiment of the utility model shows;

[0041] Figure 12 The front view of the engine intake position shown in the figure shows;

[0042] Figure 13 Figure 12 The three-dimensional structure schematic diagram of the engine provided by the embodiment of the utility model shows;

[0043] Figure 14 The three-dimensional structure schematic diagram of the engine provided by the embodiment of the utility model shows;

[0044] ​​Figure 15 A structure schematic diagram of an engine provided by the embodiment of the utility model;

[0045] Figure 16 A structure schematic diagram of an engine asynchronous scavenging provided by the embodiment of the utility model.

[0046] Among them Figures 8-16 Middle: 1-cylinder, 2-intake valve, 201-first intake valve, 202-second intake valve, 3-side 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. Specific implementation

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

[0048] In order to make the 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 the drawings and implementation.

[0049] Please refer to Figures 1 to 16 .

[0050] In a specific implementation, the engine provided by the embodiment of the utility model includes 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; the second intake valve 202 is arranged on the second intake port 402 to open and close the second intake port 402; the first intake valve 201 and the second intake valve 202 are opened simultaneously, and the first intake valve 201 is closed later than the second intake valve 202, that is, the first intake valve 201 is closed after the second intake valve 202 is closed for a period of time.

[0051] In the process of opening the first intake valve 201 and the second intake valve 202, the valve lift rising includes a first lift phase and a second lift phase formed in sequence; in the first lift phase, the first intake valve 201 lift and the second intake valve 202 lift rise at the same crank angle; in the second lift phase and the closing phase of the first intake valve 201 and the second intake valve 202, the first intake valve 201 lift is greater than the second intake valve 202 lift at the same crank angle.

[0052] Specifically, the engine provided by the application can be a four-valve engine, which is provided with two intake valves 2 and two exhaust valves.

[0053] As described above, in the engine provided by the application, the first intake valve 201 and the second intake valve 202 are opened differently, the difference in the profile formed by the lift of the first intake valve 201 and the second intake valve 202 and the difference in the closing phase form a vortex on the basis of strong tumble flow, so that the combustion in the cylinder is accelerated and the emission of the engine is reduced.

[0054] The application will be described below in combination with Figure 13 The symbols in the application are described as follows: b1 refers to the initial position of the valve, at which time the intake passage 4 (the first intake passage 401 and the second intake passage 402) is in a closed state. b2 refers to the highest lift h1 of the first intake valve 201, and b3 refers to the highest lift h2 of the second intake valve 202. b4 refers to the height h´1 of the first cam 701 when the first intake valve 201 is at the highest lift, b5 refers to the height h´2 of the second cam 702 when the second intake valve 202 is at the highest lift. b6 refers to the separation lift h3 of the connection position corresponding to the connection position of the first lift stage and the second lift stage, and the height h´3 of the first cam 701 and the second cam 702 corresponding to the separation lift h3. b7 refers to the crankshaft rotation angle β1 corresponding to the highest lift of the first intake valve 201. b8 refers to the crankshaft rotation angle β2 corresponding to the highest lift of the second intake valve 202. b9 refers to the camshaft included angle Φ1 corresponding to the first intake valve 201. b10 refers to the delayed closing angle Φ3 of the included angle of the first intake valve. b11 refers to the camshaft included angle Φ2 corresponding to the second intake valve 202.

[0055] In a specific embodiment, the highest lift h1 of the first intake valve 201 and the highest lift h2 of the second intake valve 202 satisfy: 0.5h1<h2<h1. Specifically, 0.6h1<h2<0.8h1.

[0056] In a specific embodiment, the highest lift h2 of the second intake valve 202 and the separation lift h3 of the first intake valve 201 and the second intake valve 202 at the connection position of the first lift stage and the second lift stage satisfy: 1 / 3h2<h3<2 / 3h2. The lift of the first intake valve 201 and the second intake valve 202 at the connection position of the first lift stage and the second lift stage is h3.

[0057] In one embodiment, the included angle of the cam corresponding to the first intake valve 201 is Φ1, the included angle of the cam corresponding to the second intake valve 202 is Φ2, and the included angle of the cam corresponding to the delayed closing angle of the first intake valve 201 is Φ3, and the corresponding relationship among them is Φ1<Φ2, Φ1=Φ2+Φ3, 0<Φ3≤0.5Φ1, for example, Φ3=0.3Φ1. The delayed closing angle Φ3 is the included angle between the closing of the first intake valve 201 and the closing of the second intake valve 202 on the cam corresponding to the first intake valve 201.

[0058] In one embodiment, the crank angle corresponding to the maximum lift of the first intake valve 201 is β1, and the crank angle corresponding to the maximum lift of the second intake valve 202 is β2. In order to meet the design requirements of the valve opening principle, the corresponding relationship between β1 and β2 is β2<β1<0.5Φ1.

[0059] In order to ensure the sufficiency of intake, 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 time the intake inertia is fully utilized to improve the intake efficiency. Alternatively, the opening phase of the second intake valve 202 is earlier than the top dead center of the piston 12, and the closing phase of the second intake valve 202 is later than the bottom dead center of the piston 12.

[0060] In one embodiment, the first intake valve 201 and the second intake valve 202 are arranged on the cylinder head of the cylinder 1, the first intake passage 401 and the second intake passage 402 are arranged in parallel, and 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 of the cylinder head and the rear end of the cylinder head.

[0061] The first intake passage 401 and the second intake passage 402 are symmetrically arranged on the opposite sides of the first straight line a1 passing through the center a3 of the cylinder 1, and the first straight line a1 is perpendicular to the line a4 connecting the front end and the rear end of the cylinder head. At this time, the first intake passage 401 and the second intake passage 402 are symmetrically distributed with the first straight line as the center line.

[0062] In one embodiment, the engine further comprises 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 a rocker arm 9 of the engine, and specifically, each intake valve 2 is driven to move by a separate corresponding rocker arm 9.

[0063] The first end of the first rocker arm 901 is used to abut against the first intake valve 201, and the first cam 701 abuts against the first rocker arm 901 to drive the first intake valve 201 to move. Specifically, the first cam 701 drives the first rocker arm 901 to rotate, and the first rocker arm 901 drives the first intake valve 201 to perform linear reciprocating motion, so as to realize opening and closing of the first intake port 401. The first end of the second rocker arm 902 is used to abut against the second intake valve 202, and the second cam 702 abuts against the second rocker arm 902 to drive the second intake valve 202 to move. Specifically, the second cam 702 drives the second rocker arm 902 to rotate, and the second rocker arm 902 drives the second intake valve 202 to perform linear reciprocating motion, so as to realize opening and closing of the second intake port 402.

[0064] Further, the engine further comprises a first camshaft 6 and a rocker arm shaft 10, and the first cam 701 and the second cam 702 are both mounted on the first camshaft 6. The first rocker arm 901 and the second rocker arm 902 are both sleeved on the rocker arm shaft 10 and are rotatably connected with the rocker arm shaft 10.

[0065] The first intake valve 201 and the second intake valve 202 are located on one side of the rocker arm shaft 10, and the first camshaft 6 is located on the other side of the rocker arm shaft 10. At this time, the rocker arm shaft 10 can be located above the camshaft, and the rocker arm shaft 10 is located between the intake valve 2 and the camshaft. At this time, the first intake valve 201 and the second intake valve 202 are respectively driven by the two independent first cam 701 and second cam 702, and the precise control of the valve lift is realized. Specifically, the first cam 701 acts on the first rocker arm 901 to drive the first intake valve 201 to move according to the profile of the first cam 701, and the second cam 702 acts on the second rocker arm 902 to drive the second intake valve 202 to move according to the profile of the second cam 702. This design allows different valve lifts of the two intake valves 2 in the same cylinder to be realized when the cam profiles are different, so as to optimize the performance of the engine.

[0066] The first cam 701 and the second cam 702 have different profiles, and the maximum lift of each is also different. The closing time of the first intake valve 201 and the second intake valve 202 is different. This design allows the two intake valves 2 to realize non-synchronous closing action and different maximum opening heights according to the respective cam profiles.

[0067] In another embodiment, the first intake valve 201 and the second intake valve 202 are located on one side of the first camshaft 6, and the rocker shaft 10 is located on the other side of the first camshaft 6. At this time, the first camshaft 6 is located below the first rocker arm 901 and the second rocker arm 902. In order to reduce the friction between the first rocker arm 901 and the first cam 701 and the friction between the second rocker arm 902 and the second cam 702, the first rocker arm 901 is provided with a roller in contact with the first cam 701, and the second rocker arm 902 is provided with a roller in contact with the second cam 702. Specifically, the rotation axis of the roller is parallel to the rotation axis of the first camshaft 6. This structure can reduce the overall height of the engine within a certain range, but the width is generally wider, which is suitable for engines with limited height and unlimited width.

[0068] By adjusting the lift of the intake valve 2 in the above manner, the structure is simple and reliable, and the height and width limitations of the engine can be considered.

[0069] 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 can directly act 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, and then drive the corresponding intake valves 2 to open and close. The overall structure is simple and reliable, and the height and width limitations can be considered. The required arrangement space of this structure is small, which is suitable for engines with limited height and width, but the load that can be borne by this structure is relatively small.

[0070] As shown in Figure 16 , on the basis of strong rolling flow in the center of the cylinder 1, a vortex motion is constructed at the edge of the cylinder 1. The piston ring 13 is arranged between the piston 12 and the cylinder liner 16 of the cylinder 1, and the circumferential motion promotes the movement of the residual mixture in the side gap 3 formed between the piston 12 and the cylinder liner 16 of the cylinder 1 and in 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.

[0071] The in-cylinder temperature is shown in the figure, as Figure 4 shown, the Figure 16It can be known that, on the basis of strong tumble flow in the center of the cylinder 1, the design profile builds vortex motion at the edge of the cylinder 1, which is beneficial to improve the in-cylinder turbulent kinetic energy in the late combustion stage, promote flame propagation, accelerate the combustion speed, complete the entire combustion process in a relatively smaller cylinder volume, and has a higher combustion constant degree, and the combustion end time is far away from the opening time of the exhaust valve 3, and the exhaust temperature is lower. It is beneficial to improve the work efficiency of the working medium on the piston, that is, to improve the thermal efficiency.

[0072] In addition, at the closing time of the intake valve 2, the second intake valve 202 is closed in advance, and under the same intake pressure, the mass flow of the gas entering the cylinder is reduced, and 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 engine thermal efficiency.

[0073] Due to the decrease of the effective flow area of the intake valve 2, the profile on the cam corresponding to the intake valve 2 is suitable for the working condition with small intake air demand, for example, applied in the engine at medium and low speed and medium and low load, and corresponding to the vehicle application for high-speed standard load transportation.

[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 engine described above, and 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 in 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), and the second intake valve (202) is arranged in the second intake passage (402) to open and close the second intake passage (402). The first intake valve (201) and the second intake valve (202) are opened simultaneously, and the first intake valve (201) is closed later than the second intake valve (202); during the opening process of the first intake valve (201) and the second intake valve (202), the valve lift ascending lift includes a first lift phase and a second lift phase in sequence; in the first lift phase, the first intake valve (201) lift and the second intake valve (202) lift are the same at the same crank angle; in the second lift phase and the closing phase of the first intake valve (201) and the second intake valve (202), the first intake valve (201) lift is greater than the second intake valve (202) lift at the same crank angle.

2. The engine of claim 1, wherein The highest lift h1 of the first intake valve (201) and the highest lift h2 of the second intake valve (202) satisfy: 0.5h1 3. The engine of claim 1, wherein The highest lift h2 of the second intake valve (202) and the separation lift h3 of the first intake valve (201) and the second intake valve (202) at the junction position of the first lift phase and the second lift phase satisfy: 1 / 3h2 4. The engine of claim 1, wherein The included angle Φ1 of the cam corresponding to the first intake valve (201), the included angle Φ2 of the cam corresponding to the second intake valve (202) and the delay closing angle Φ3 of the first intake valve (201) satisfy: Φ1<Φ2, Φ1=Φ2+Φ3, 0<Φ3≤0.5Φ1; the delay closing angle Φ3 is the included angle of the cam corresponding to the closing of the second intake valve (202) and the closing of the first intake valve (201).

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

6. 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.

7. 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.

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

9. The engine of any one of claims 1-7, wherein, Also includes: a second camshaft (11); a third cam (801), the third cam (801) being mounted on the second camshaft (11), and the third cam (801) driving the first intake valve (201) to move; A fourth cam (802) is installed on the second camshaft (11), and the fourth cam (802) drives the second intake valve (202) to move.

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

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