Engine and traveling equipment

Abstract

The utility model discloses an engine and driving equipment, the engine comprises a cylinder, air inlet channels and two air inlet valves used for opening and closing the air inlet channels, the number of the air inlet valves is two, the number of the air inlet channels is two, the air inlet valves and the air inlet channels are in one-to-one correspondence, the two air inlet valves are opened and closed at the same time, and under the same crank angle, the air inlet valves are opened and closed at the same time. And the lift of one intake valve is always greater than that of the other intake valve. According to the engine, the two air inlet valves are opened and closed at the same time, and the lift of one air inlet valve is larger than that of the other air inlet valve all the time. Through differentiated opening of the two intake valves, vortex is constructed on the basis of strong tumble, combustion in a cylinder is accelerated, and engine emission is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of power equipment, and particularly relates to an engine and a traveling device. Background Art

[0002] To alleviate the energy crisis and environmental pollution, for example, in natural gas engines, reducing gas consumption and emissions are problems that need to be urgently solved in current natural gas engines. Traditional natural gas engines mostly adopt the pre-mixed ignition technical route. Tumble is beneficial to enhancing the central turbulent kinetic energy in the cylinder, accelerating the development speed of the initial flame kernel, and improving the engine thermal efficiency. However, in the context of large cylinder bores, it is difficult to generate circumferential vortex motion in the cylinder after constructing strong tumble using parallel airways.

[0003] However, as the combustion process develops, the tumble effect gradually weakens. Due to the low turbulent kinetic energy at the edge, the development speed of the flame slows down in the later stage, resulting in a long combustion duration and incomplete combustion in the later stage of combustion, leading to high emissions.

[0004] Therefore, how to reduce engine emissions is a technical problem that needs to be urgently solved by those skilled in the art. Content of the Utility Model

[0005] The purpose of the utility model is to provide an engine and a traveling device, in which the emissions of the engine are reduced.

[0006] The engine provided by this application includes: a cylinder, an air intake passage, and an intake valve for opening and closing the air intake passage; there are two intake valves, and two air intake passages; the intake valves and the air intake passages correspond to each other one by one, and the two intake valves are opened and closed simultaneously; at the same crankshaft angle, the lift of one intake valve is always greater than the lift of the other intake valve.

[0007] Optionally, in the above engine, the two intake valves are respectively a No. 1 intake valve and a No. 2 intake valve, and the maximum lift h1 of the No. 1 intake valve and the maximum lift h2 of the No. 2 intake valve satisfy: 0.5h1 < h2 < h1. >

[0008] Optionally, in the above engine, the crankshaft angle β1 corresponding to the highest lift of the No. 1 intake valve, and the crankshaft angle β2 corresponding to the highest lift of the No. 2 intake valve, where the crankshaft angle β1 and the crankshaft angle β2 satisfy: <β1<.

[0009] Optionally, in the above engine, it further includes:

[0010] A first rocker arm, the first end of the first rocker arm is used to abut against the No. 1 intake valve;

[0011] A first cam, the first cam abuts against the first rocker arm to drive the No. 1 intake valve to move;

[0012] a second rocker arm, a first end of the second rocker arm being configured to abut the second intake valve;

[0013] a second cam, the second cam being configured to abut the second rocker arm to drive the second intake valve.

[0014] Optionally, in the engine, a first camshaft and a rocker arm shaft are further included, the first cam and the second cam are mounted on the first camshaft, the first rocker arm and the second rocker arm are sleeved on the rocker arm shaft and rotatably connected with the rocker arm shaft.

[0015] 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.

[0016] Optionally, in the engine, further comprising:

[0017] a second camshaft;

[0018] a third cam, the third cam being mounted on the second camshaft, the third cam driving the first intake valve to move;

[0019] a fourth cam, the fourth cam being mounted on the second camshaft, the fourth cam driving the second intake valve to move.

[0020] Optionally, in the engine, the lift descending phase of the first intake valve is symmetrically arranged with the lift ascending phase of the first intake valve;

[0021] the lift descending phase of the second intake valve is symmetrically arranged with the lift ascending phase of the second intake valve.

[0022] Optionally, in the engine, the valve lift in the process of opening the intake valve includes a first lift phase and a second lift phase formed in sequence, the air passage flow coefficient of the intake valve in the first lift phase increases at a rate greater than gradually increasing, the air passage flow coefficient of the intake valve in the second lift phase increases at a rate greater than gradually decreasing, and the air passage flow coefficient increase rate is the air passage flow coefficient increase value in a unit crank angle.

[0023] Optionally, in the engine, the opening phase of the intake valve is earlier than the piston top dead center, and the closing phase of the intake valve is later than the piston bottom dead center.

[0024] A traveling apparatus includes an engine, the engine being the engine according to any one of the above.

[0025] In the above technical solution, the engine provided by the utility model includes a cylinder, an intake port and an intake valve for opening and closing the intake port, two intake valves are arranged, two intake ports are arranged, the intake valves and the intake ports are in one-to-one correspondence, two intake valves are opened at the same time and closed at the same time, and the lift of one of the intake valves is always greater than the lift of the other intake valve.

[0026] From the above description, in the engine provided by the application, two intake valves are opened at the same time and closed at the same time, and the lift of one of the intake valves is always greater than the lift of the other intake valve. By opening the two intake valves differently, a vortex is constructed on the basis of strong tumble flow, acceleration combustion in the cylinder is realized, and the emission of the engine is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the utility model or the prior art, the drawings needed in the following embodiment or prior art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the utility model, and other drawings can be obtained by the provided drawings without creative labor for those skilled in the art.

[0028] Figure 1 The lift curve diagram of the first intake valve and the second intake valve provided by the utility model embodiment is shown in the figure.

[0029] Figure 2 The valve lift and tumble intensity in the crank angle corresponding position diagram under the synchronous state of the traditional valve is shown in the figure.

[0030] Figure 3 The valve lift and airflow intensity in the crank angle corresponding position diagram under the asynchronous state of the valve provided by the utility model embodiment is shown in the figure.

[0031] Figure 4 The relationship diagram of the valve lift and the flow coefficient provided by the utility model embodiment is shown in the figure.

[0032] Figure 5 The cylinder temperature diagram corresponding to the synchronous intake of the intake valve and the asynchronous intake of the intake valve provided by the utility model embodiment is shown in the figure.

[0033] Figure 6 The flow field effect diagram when the intake port is in the intake state provided by the utility model embodiment is shown in the figure.

[0034] Figure 7 The flow field effect diagram at the end of compression in the cylinder provided by the utility model embodiment is shown in the figure.

[0035] Figure 8The structure schematic diagram of the engine is provided by the embodiment of the utility model.

[0036] Figure 9 The structure schematic diagram of the engine asynchronous scavenging is provided by the embodiment of the utility model.

[0037] Figure 10 The three-dimensional structure diagram of the first engine intake position is provided by the embodiment of the utility model.

[0038] Figure 11 For Figure 10 The front view of the engine intake position is shown.

[0039] Figure 12 The three-dimensional structure diagram of the second engine intake position is provided by the embodiment of the utility model.

[0040] Figure 13 For Figure 12 The front view of the engine intake position is shown.

[0041] Figure 14 The three-dimensional structure diagram of the third engine intake position is provided by the embodiment of the utility model.

[0042] Figure 15 For Figure 14 The front view of the engine intake position is shown.

[0043] Wherein Figures 8-15 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. DETAILED DESCRIPTION

[0044] The core of the utility model is to provide a kind of engine and travel equipment, and the engine emission is reduced.

[0045] In order to make the person skilled in the art better understand the technical scheme of the utility model, the utility model is further described in detail below in conjunction with the drawings and implementation.

[0046] Please refer to Figures 1 to 15 .

[0047] In a specific embodiment, the engine provided by the specific embodiment of the utility model includes a cylinder 1, an air inlet channel 4 and an air inlet valve 2 for opening and closing the air inlet channel 4, the air inlet valve 2 is provided with two, the air inlet channel 4 is provided with two, the air inlet valve 2 and the air inlet channel 4 correspond one by one, two air inlet valves 2 are opened simultaneously, and one of the air inlet valves 2 is always greater than the lift of the other air inlet valve 2.

[0048] It can be known from the above description that in the engine provided by the specific embodiment of the application, two air inlet valves 2 are opened simultaneously, and one of the air inlet valves 2 is always greater than the lift of the other air inlet valve 2. By differentiating the opening of the two air inlet valves 2, a vortex is constructed on the basis of strong rolling flow, acceleration combustion in the cylinder is realized, and the emission of the engine is reduced.

[0049] The following will be described in combination with Figure 15 The following will be described in combination with

[0050] The two air inlet valves 2 are a first air inlet valve 201 and a second air inlet valve 202, the maximum lift h1 of the first air inlet valve 201 and the maximum lift h2 of the second air inlet valve 202 satisfy: 0.5h1 < h2 < h1. For example, h2 satisfies: 0.6h1 < h2 < 0.8h1.

[0051] At this time, the air inlet channel 4 is provided with two, which are a first air inlet channel 401 and a second air inlet channel 402, the first air inlet channel 401 communicates with the cylinder 1, the first air inlet valve 201 is arranged in the first air inlet channel 401 to open and close the first air inlet channel 401. The second air inlet channel 402 communicates with the cylinder 1; the second air inlet valve 402 is arranged in the second air inlet channel 402 to open and close the second air inlet channel 402.

[0052] The first air inlet valve 201 and the second air inlet valve 202 are opened simultaneously, and closed simultaneously, and during the opening process of the air inlet valve 2, the lift of the first air inlet valve 201 is always greater than the lift of the second air inlet valve 202; during the closing process of the air inlet valve 2, the lift of the first air inlet valve 201 is always greater than the lift of the second air inlet valve 202.

[0053] The highest lift of the first intake valve 201 corresponds to a crank angle β1, and the highest lift of the second intake valve 202 corresponds to a crank angle β2, wherein the crank angle β1 and the crank angle β2 satisfy (β2-20)<β1< (β2+20), for example, (β2-10)<β1< (β2+10), or β2=β1.

[0054] The engine can be a four-valve engine. Specifically, two intake valves 2 and two exhaust valves 3 are provided, and the exhaust valves 3 are installed on the exhaust passage.

[0055] In a specific 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 single corresponding rocker arm 9.

[0056] The first end of the first rocker arm 901 is used for abutting 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 passage 401. The first end of the second rocker arm 902 is used for abutting 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 passage 402.

[0057] 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 installed 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.

[0058] As shown in FIG. 1, the engine comprises a first intake passage 401 and a second intake passage 402. Figure 14 and Figure 15As shown, the first intake valve 201 and the second intake valve 202 are located on one side of the rocker shaft 10, and the first cam shaft 6 is located on the other side of the rocker shaft 10. At this time, the rocker shaft 10 can be located above the cam shaft, and the rocker shaft 10 is located between the intake valve 2 and the cam shaft. At this time, the first intake valve 201 and the second intake valve 202 are respectively driven by 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 with the first rocker arm 901 to drive the first intake valve 201 to move according to the profile of the first cam 701; the second cam 702 acts with 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 the same cylinder two intake valves 2 to achieve different valve lifts when the cam profiles are different, thereby optimizing the performance of the engine.

[0059] The first cam 701 and the second cam 702 have different profiles, resulting in differences in the opening and closing times of the first intake valve 201 and the second intake valve 202, and the maximum lifts of the first intake valve 201 and the second intake valve 202 are also different. This design allows the two intake valves 2 to achieve non-synchronous opening and closing actions and different maximum opening heights according to their respective cam profiles.

[0060] At this time, the first cam shaft 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 cam shaft 6.

[0061] By adjusting the valve lift in the above manner, the structure arrangement is simple and reliable, and the height and width limitations of the engine can be considered at the same time.

[0062] As shown in FIGS. 1 and 2, Figure 10 and Figure 11 As shown in another embodiment, the first intake valve 201 and the second intake valve 202 are located on one side of the first cam shaft 6, and the rocker shaft 10 is located on the other side of the first cam shaft 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.

[0063] As shown in FIGS. 3 and 4, Figure 12 and Figure 13As shown, in one specific embodiment, the engine further comprises a second camshaft 11, a third cam 801 and a fourth cam 802, the third cam 801 is installed on the second camshaft 11, and the third cam 801 drives the movement of the first intake valve 201. The fourth cam 802 is installed on the second camshaft 11, and the fourth cam 802 drives the movement of the second intake valve 202. 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, and the third cam 801 and the fourth cam 802 directly drive the corresponding tappet to move, and then drive the opening and closing of the corresponding intake valve 2. The structure requires small arrangement space, and is suitable for engines with limited height and width, but the load that the structure can withstand is relatively small. The structure arrangement is simple, the reliability is high, and the height and width restrictions can be considered at the same time.

[0064] The design profile builds vortex motion at the edge of the cylinder 1 on the basis of strong rolling flow at 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 movement promotes the movement of the residual mixture in the side gap 15 formed between the piston 12 and the cylinder liner 5 of the cylinder 1 and in the extrusion flow area 14 formed by the piston 12 and the cylinder cover into the effective combustion area, reduces the residual methane in the harmful volume, and can reduce methane emission. The design profile provided by the application builds vortex motion at the edge of the cylinder 1 on the basis of strong rolling flow at the center of the cylinder 1, which is beneficial to improving the in-cylinder turbulent energy at the late combustion stage, promoting flame propagation, and accelerating the combustion speed. The entire combustion process is completed in a relatively smaller cylinder volume, the combustion isochoric degree is higher, which is beneficial to improving the working efficiency of the working medium on the piston 12, that is, improving the thermal efficiency.

[0065] The in-cylinder temperature is shown in the figure, and Figure 5 As shown, on the basis of strong rolling flow at the center of the cylinder 1, vortex motion is built at the edge of the cylinder 1, which is beneficial to improving the in-cylinder turbulent energy at the late combustion stage, promoting flame propagation, and accelerating the combustion speed. The combustion end time is far away from the opening time of the exhaust valve 3, and the asynchronous intake of the two intake valves 2 with different lifts has lower exhaust temperature than the normal intake of the two valves with the same lift.

[0066] On the basis of the above-mentioned schemes, the engine is a four-valve engine. Specifically, two intake valves 2 and two exhaust valves 3 are provided, and the exhaust valve 3 is installed on the exhaust passage.

[0067] In one specific embodiment, the lift descending phase of the first intake valve 201 is symmetrically arranged with the lift ascending phase of the first intake valve 201. The lift descending phase of the second intake valve 202 is symmetrically arranged with the lift ascending phase of the second intake valve 202.

[0068] In one specific embodiment, the valve lift during the opening of the intake valve 2 comprises a first lift phase and a second lift phase formed in sequence, the lift rate of the port flow coefficient of the intake valve 2 in the first lift phase is gradually increased, the lift rate of the port flow coefficient of the intake valve 2 in the second lift phase is gradually decreased, and the port flow coefficient increases in unit crank angle. That is, during the opening of the intake valve 2, the port flow coefficient increases with the increase of the lift of the intake valve 2, and in the initial stage of the opening of the intake valve 2, the flow coefficient increases rapidly with the increase of the lift of the intake valve 2. When the lift of the intake valve 2 reaches half of the maximum lift, the port flow coefficient gradually tends to be flat, so as to ensure that the flow coefficient of the second intake valve 202 is not lost too much.

[0069] In one specific embodiment, the opening phase of the intake valve 2 is earlier than the top dead center of the piston, and the closing phase of the intake valve 2 is later than the bottom dead center of the piston.

[0070] The opening phase of the first intake valve 201 and the second intake valve 202 is earlier than the top dead center of the piston, and the closing phase of the first intake valve 201 and the second intake valve 202 is later than the bottom dead center of the piston. At this time, the intake inertia is fully utilized to improve the intake efficiency.

[0071] As shown in Figure 8 The first intake port 401 and the second intake port 402 are parallelly arranged, and the airflow in the first intake port 401 and the second intake port 402 is parallelly arranged at this time. The connecting line a4 between the center positions of the first intake valve 201 and the second intake valve 202 is parallel to the connecting line a2 between the front end and the rear end of the cylinder head.

[0072] The first intake port 401 and the second intake port 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 connecting line a4 between the front end and the rear end of the cylinder head. At this time, the first intake port 401 and the second intake port 402 are symmetrically distributed with the first straight line as the center line.

[0073] The disclosed profile of the engine provided by the application is suitable for the working condition with small demand for intake amount, that is, the engine is in medium and low speed and medium and low load, for example, corresponding to the whole vehicle purpose of high-speed standard load transportation.

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

[0075] The driving device can be a car.

[0076] The various embodiments described in this specification are presented for the purpose of illustration and description. Each of the embodiments highlights a different aspect of the disclosure, and the embodiments are presented separately for ease of understanding. The same or similar elements are common throughout the embodiments and are not repeated in the description.

[0077] The above description of disclosed embodiments is intended to be illustrative and not restrictive. Many modifications of these embodiments by one having ordinary skill in the art are intended to be within the scope of the disclosure. The general principles defined herein can be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not to be limited to the embodiments presented but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine characterized by, The utility model relates to an engine cylinder head, comprising: An engine cylinder (1), an intake port (4) and two intake valves (2) for opening and closing the intake port (4), the intake valves (2) and the intake ports (4) are in one-to-one correspondence, the two intake valves (2) are opened and closed simultaneously, and the lift of one intake valve (2) is always greater than the lift of the other intake valve (2) at the same crank angle.

2. The engine of claim 1, wherein The two intake valves (2) are respectively a first intake valve (201) and a second intake valve (202), the maximum lift h1 of the first intake valve (201) and the maximum lift h2 of the second intake valve (202) satisfy: 0.5h1 < h2 < h1.

3. The engine of claim 2, wherein, The crank angle corresponding to the maximum lift of the first intake valve (201) is beta1, and the crank angle corresponding to the maximum lift of the second intake valve (202) is beta2, wherein the crank angle beta1 and the crank angle beta2 satisfy: (beta2 - 20) < beta1 < (beta2 + 20).

4. The engine of claim 2, wherein Further comprising: A first rocker arm (901), a first end of the first rocker arm (901) is used for abutting against the first intake valve (201); A first cam (701), 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), 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.

5. The engine of claim 4, wherein, Further comprising a first camshaft (6) and a rocker arm shaft (10), 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 rotatably connected with 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).

6. The engine of claim 2, wherein Further comprising: A second camshaft (11); A third cam (801), the third cam (801) is mounted on the second camshaft (11) and drives the first intake valve (201) to move; A fourth cam (802), the fourth cam (802) is mounted on the second camshaft (11) and drives the second intake valve (202) to move.

7. The engine of claim 2, wherein The lift descending phase of the first intake valve (201) is symmetrically arranged with the lift ascending phase of the first intake valve (201). The lift descending phase of the second intake valve (202) is symmetrically arranged with the lift ascending phase of the second intake valve (202).

8. The engine of claim 1, wherein The valve lift in the opening process of the intake valve (2) includes sequentially formed first and second lift phases, the port flow coefficient increasing rate of the intake valve (2) in the first lift phase is gradually increased, the port flow coefficient increasing rate of the intake valve (2) in the second lift phase is gradually decreased, and the port flow coefficient increasing rate is the port flow coefficient increase value in a unit crank angle.

9. The engine of any one of claims 1-8, wherein, The opening phase of the intake valve (2) is earlier than the piston top dead center, and the closing phase of the intake valve (2) is later than the piston bottom dead center.

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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