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 first air inlet valve and the second air inlet valve are opened and closed at the same time; the first intake valve and the second intake valve reach the highest lift at the same time, and the highest lift is the same; lift rising of the first inlet valve and the second inlet valve comprises a first lift stage and a second lift stage located after the first lift stage, and in the first lift stage, the lift rising slope of the first inlet valve is larger than that of the second inlet valve; and in the second lift stage, the lift rising slope of the first intake valve is smaller than that of the second intake valve. The engine provided by the utility model is low in emission.

Description

Technical Field

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

[0002] To alleviate the energy crisis and environmental pollution, reducing gas consumption and emissions is a pressing issue for natural gas engines. Traditional natural gas engines mostly utilize premixed ignition technology. Tumble flow helps increase the central turbulent kinetic energy within the cylinder, accelerating the development of the initial fire core and improving engine thermal efficiency. However, in large cylinder bores, creating strong tumble flow using parallel gas passages makes it difficult to generate circumferential vortex motion within the cylinder.

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

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

[0005] The purpose of the utility model is to provide an engine and a driving device to reduce engine emissions.

[0006] The engine provided in the present application includes a cylinder, a first intake duct, a first intake valve, a second intake duct, and a second intake valve, wherein the first intake duct is connected to the cylinder; the first intake valve is provided in the first intake duct to open and close the first intake duct; the second intake duct is connected to the cylinder; the second intake valve is provided in the second intake duct to open and close the second intake duct;

[0007] The No. 1 intake valve and the No. 2 intake valve are opened and closed at the same time; the No. 1 intake valve and the No. 2 intake valve reach the maximum lift at the same time, and the maximum lift is the same; the valve lift increase during the opening process of the No. 1 intake valve and the No. 2 intake valve includes a first lift stage and a second lift stage formed in sequence; in the first lift stage, the lift increase slope of the No. 1 intake valve is greater than the lift increase slope of the No. 2 intake valve; in the second lift stage, the lift increase slope of the No. 1 intake valve is less than the lift increase slope of the No. 2 intake valve.

[0008] Optionally, in the above engine, at the dividing point between the first lift stage and the second lift stage, the lift increase slope of the first intake valve is equal to the lift increase slope of the second intake valve, and the valve lift h3 at the dividing point and the maximum lift h1 of the first intake valve meet the following relationship: 1 / 3h1 <h3< 2 / 3h1。

[0009] Optionally, in the above engine,

[0010] The lift descending phase of the first intake valve is symmetrically arranged with the lift ascending phase of the first intake valve.

[0011] The lift descending phase of the second intake valve is symmetrically arranged with the lift ascending phase of the second intake valve.

[0012] The highest lift of the first intake valve corresponds to a crank angle β1, and the highest lift of the second intake valve corresponds to a crank angle β2, wherein β1 = β2.

[0013] 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.

[0014] Optionally, in the above engine, the first intake valve and the second intake valve are arranged on the cylinder head of the cylinder, the first intake passage and the second intake passage are arranged in parallel, and the line connecting the centers of the first intake valve and the second intake valve is parallel to the line connecting the front end and the rear end of the cylinder head.

[0015] 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.

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

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

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

[0019] A second rocker arm, a first end of the second rocker arm being used for abutting against the second intake valve;

[0020] A second cam, the second cam abutting against the second rocker arm to drive the second intake valve to move.

[0021] Optionally, in the above engine, further comprising a first camshaft and a rocker arm shaft, the first cam and the second cam are both mounted on the first camshaft, and the first rocker arm and the second rocker arm are both sleeved on the rocker arm shaft and rotatably connected with the rocker arm shaft.

[0022] 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.

[0023] Optionally, in the above engine, it further includes:

[0024] Second camshaft;

[0025] a third cam, the third cam being mounted on the second camshaft and driving the first intake valve to move;

[0026] A fourth cam is mounted on the second camshaft, and the fourth cam drives the second intake valve to move.

[0027] Optionally, in the above engine, the engine is a four-valve engine.

[0028] A traveling device includes an engine, wherein the engine is any one of the engines described above.

[0029] In the above technical solution, the engine provided by the present invention includes a cylinder, a first intake duct, a first intake valve, a second intake duct, and a second intake valve. The first intake duct is connected to the cylinder; the first intake valve is disposed in the first intake duct to open and close the first intake duct; the second intake duct is connected to the cylinder; and the second intake valve is disposed in the second intake duct to open and close the second intake duct. The first and second intake valves open and close simultaneously; the first and second intake valves reach maximum lift simultaneously and have the same maximum lift; the lift increase of the first and second intake valves includes a first lift stage and a second lift stage following the first lift stage. In the first lift stage, the lift increase slope of the first intake valve is greater than the lift increase slope of the second intake valve; in the second lift stage, the lift increase slope of the first intake valve is less than the lift increase slope of the second intake valve.

[0030] As can be seen from the above description, in the engine provided by this application, the lift increase of the first and second intake valves includes a first lift phase and a second lift phase following the first lift phase. In the first lift phase, the lift increase slope of the first intake valve is greater than that of the second intake valve; in the second lift phase, the lift increase slope of the first intake valve is less than that of the second intake valve. By differentially opening the first and second intake valves, a vortex is created based on strong tumble flow, accelerating in-cylinder combustion and reducing engine heat emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of 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 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.

[0032] Figure 1 The one intake valve and the two intake valve lift curve schematic diagram provided by the embodiment of the present application;

[0033] Figure 2 The valve lift and tumble intensity in the crank angle corresponding position diagram under the traditional valve synchronous state;

[0034] Figure 3 The valve lift and tumble intensity in the crank angle corresponding position diagram under the valve asynchronous state provided by the embodiment of the present application;

[0035] Figure 4 The intake port intake flow field effect diagram provided by the embodiment of the present application;

[0036] Figure 5 The in-cylinder compression end flow field effect diagram provided by the embodiment of the present application;

[0037] Figure 6 The in-cylinder temperature diagram corresponding to the intake valve synchronous intake and the intake valve asynchronous intake provided by the embodiment of the present application;

[0038] Figure 7 The structure schematic diagram of the engine asynchronous scavenging provided by the embodiment of the present application;

[0039] Figure 8 The front view of the engine provided by the embodiment of the present application;

[0040] Figure 9 The three-dimensional structure schematic diagram of the engine provided by the embodiment of the present application;

[0041] Figure 10 The front view of the first engine intake position provided by the embodiment of the present application;

[0042] Figure 11 The three-dimensional structure schematic diagram of the first engine intake position provided by the embodiment of the present application;

[0043] Figure 12 The three-dimensional structure schematic diagram of the second engine intake position provided by the embodiment of the present application;

[0044] Figure 13The second engine intake position is provided with the front view of the third engine intake position.

[0045] Figure 14 The third engine intake position is provided with the three-dimensional structure schematic view of the third engine intake position.

[0046] Figure 15 The third engine intake position is provided with the front view of the third engine intake position.

[0047] Figure 16 The third engine intake position is provided with the structure schematic view of the intake valve of the third engine intake position in the highest lift.

[0048] Wherein Figures 7-16 The cylinder 1, the first intake port 401, the first intake valve 201, the second intake port 402 and the second intake valve 202, the first intake port 401 is communicated with the cylinder 1, the first intake valve 201 is arranged in the first intake port 401, and the first intake port 401 is opened and closed, the second intake port 402 is communicated with the cylinder 1, and the second intake valve 202 is arranged in the second intake port 402, so that the second intake port 402 is opened and closed. DETAILED DESCRIPTION

[0049] The core of the utility model provides a kind of engine and travel equipment to reduce engine emission.

[0050] In order to make those skilled in the art better understand the technical scheme of the utility model, the utility model will be further described in detail below with reference to the drawings and embodiments.

[0051] Please refer to Figures 1 to 16 .

[0052] In one specific embodiment, 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 in 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 in the second intake port 402 to open and close the second intake port 402.

[0053] The first intake valve 201 and the second intake valve 202 are simultaneously opened and closed, and the first intake valve 201 and the second intake valve 202 simultaneously reach the maximum lift and have the same maximum lift; the lift rising of the first intake valve 201 and the second intake valve 202 includes a first lift phase and a second lift phase after the first lift phase, in the first lift phase, the lift rising slope of the first intake valve 201 is greater than the lift rising slope of the second intake valve 202; in the second lift phase, the lift rising slope of the first intake valve 201 is less than the lift rising slope of the second intake valve 202.

[0054] The following will be described in combination with Figure 16 The symbols in the application are explained as follows: b1 refers to the initial position of the intake valve 2, at which the intake valve 2 is in a closed position; 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 of the first cam 701 and the height h'2 of the second cam 702; b4 refers to the camshaft included angle φ1 corresponding to the lift of the first intake valve 201 and the camshaft included angle φ2 corresponding to the lift of the second intake valve 202; b5 refers to the demarcation height h'3 of the front end of the camshaft corresponding to the valve lift; b6 refers to the crankshaft angle β1 corresponding to the maximum lift of the first intake valve and the crankshaft angle β2 corresponding to the maximum lift of the second intake valve; b7 refers to the first lift rising slope θ11 of the first cam corresponding to the opening of the first intake valve; b8 refers to the second lift rising slope θ12 of the first cam corresponding to the opening of the first intake valve; b9 refers to the first lift rising slope θ21 of the second cam corresponding to the opening of the second intake valve; and b10 refers to the second lift rising slope θ22 of the second cam corresponding to the opening of the second intake valve.

[0055] In the application, h1=h2, that is, the maximum lift of the first intake valve and the second intake valve is consistent.

[0056] In the application, Φ1=Φ2, that is, the included angle of the first intake valve and the second intake valve is consistent.

[0057] In the application, β1=β2, that is, the crankshaft angle corresponding to the maximum lift of the first intake valve and the second intake valve is consistent.

[0058] The demarcation point position of the first lift phase and the second lift phase, the lift rising slope of the first intake valve 201 is equal to the lift rising slope of the second intake valve 202, the valve lift h3 at the demarcation point position and the maximum lift h1 of the first intake valve 201 satisfy: 1 / 3h1<h3<2 / 3h1.

[0059] Since the effective flow of the intake valve 2 can be basically kept unchanged, the profile is suitable for all working conditions of the engine, and the engine provided in the application can consider the high-speed, national road and mountain transportation scenes of the whole vehicle.

[0060] The lift-down phase of the No. 1 intake valve 201 and the lift-up phase of the No. 1 intake valve 201 are arranged symmetrically.

[0061] The lift-down phase of the second intake valve 202 is symmetrically arranged with the lift-up phase of the second intake valve 202. The lift-down phase refers to the process of the intake valve 2 closing, and the lift-up phase refers to the process of the intake valve 2 opening.

[0062] As can be seen from the above description, in the engine provided by the specific embodiment of this application, the lift increase of intake valve No. 1 201 and intake valve No. 2 202 includes a first lift phase and a second lift phase following the first lift phase. In the first lift phase, the lift increase slope of intake valve No. 1 201 is greater than the lift increase slope of intake valve No. 2 202; in the second lift phase, the lift increase slope of intake valve No. 1 201 is less than the lift increase slope of intake valve No. 2 202. By differentially opening intake valve No. 1 201 and intake valve No. 2 202 and utilizing the differential profiles of the two intake valves, a vortex is created on the basis of a strong tumble flow, accelerating in-cylinder combustion and reducing engine emissions.

[0063] In a specific embodiment, the opening phase of the first intake valve 201 is earlier than the top dead center of the piston, and the closing phase of the first intake valve 201 is later than the bottom dead center of the piston. In this case, the inertia of the intake air is fully utilized to improve the intake efficiency.

[0064] like Figure 8 As shown, intake valve No. 1 201 and intake valve No. 2 202 are installed in the cylinder head of cylinder 1. First intake duct 401 and second intake duct 402 are arranged in parallel. At this time, the airflow in first intake duct 401 and second intake duct 402 is arranged in parallel. A line a4 connecting the center positions of intake valve No. 1 201 and intake valve No. 2 202 is parallel to a line a4 connecting the front and rear ends of the cylinder head.

[0065] 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.

[0066] 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.

[0067] 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 port 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 port 402.

[0068] As shown in Figure 14 and Figure 15 Further, the engine further comprises a first camshaft 6 and a rocker 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 shaft 10 and are rotatably connected with the rocker shaft 10.

[0069] The first intake valve 201 and the second intake valve 202 are located on one side of the rocker shaft 10, and the first camshaft 6 is located on the other side of the rocker shaft 10. At this time, the rocker shaft 10 can be located above the camshaft, and the rocker 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 driven by two independent first cams 701 and second cams 702 respectively, so as to realize accurate control of valve lift. 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; 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.

[0070] The first cam 701 and the second cam 702 have different profiles, which causes the opening and closing times of the first intake valve 201 and the second intake valve 202 to be different, and the maximum lifts of the first intake valve 201 and the second intake valve 202 are also different. This design enables the two intake valves 2 to realize non-synchronous opening and closing actions and different maximum opening heights according to the respective cam profiles.

[0071] By adjusting the valve lift in the above manner, the structure arrangement is simple and the reliability is high, and meanwhile the height and width limitations of the engine can be considered.

[0072] As shown in Figure 10 and Figure 11As shown 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.

[0073] As shown 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. Figure 12 Figure 13 As shown 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.

[0074] The present application constructs a 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 motion promotes the movement of residual mixed gas 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 head into the effective combustion area, reduces the residual methane in the harmful volume, and can reduce methane emissions. In the late combustion period, it is beneficial to improve the in-cylinder turbulent energy, promote flame propagation, and accelerate the combustion speed. The entire combustion process is completed in a relatively smaller cylinder volume, the combustion isochoric degree is higher, and it is beneficial to improve the working efficiency of the working medium on the piston 12, that is, to improve the thermal efficiency.

[0075] The in-cylinder temperature is shown in the figure. As shown in the figure, Figure 6 On the basis of strong rolling flow at the center of the cylinder 1, a vortex motion is constructed at the edge of the cylinder 1. In the late combustion period, it is beneficial to improve the in-cylinder turbulent energy, promote flame propagation, and accelerate the combustion speed. The combustion end time is far away from the opening time of the exhaust valve 3, and the exhaust temperature is lower.

[0076] ​On the basis of each of the above solutions, the engine is a four-valve engine.

[0077] The application provides a driving device, comprising an engine, wherein the engine is any of the above engines.

[0078] The driving device can be a car.

[0079] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments.

[0080] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the 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 engine comprises a cylinder (1), a first intake passage (401), a first intake valve (201), a second intake passage (402) and a second intake valve (202), 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), and the second intake valve (202) is arranged on 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 and closed simultaneously, and reach the highest lift simultaneously and have the same highest lift, the valve lift rising in the opening process of the first intake valve (201) and the second intake valve (202) comprises a first lift phase and a second lift phase formed in sequence, in the first lift phase, the lift rising slope of the first intake valve (201) is greater than the lift rising slope of the second intake valve (202), and in the second lift phase, the lift rising slope of the first intake valve (201) is smaller than the lift rising slope of the second intake valve (202).

2. The engine of claim 1, wherein The lift rising slope of the first intake valve (201) is equal to the lift rising slope of the second intake valve (202) at the boundary point position of the first lift phase and the second lift phase, the valve lift h3 at the boundary point position satisfies 1 / 3h1<h3<2 / 3h1.

3. The engine according to claim 1, wherein: the lift descending phase of the first intake valve (201) is symmetrically arranged with the lift rising phase of the first intake valve (201), the lift descending phase of the second intake valve (202) is symmetrically arranged with the lift rising phase of the second intake valve (202), the crank angle β1 corresponding to the highest lift of the first intake valve (201) is equal to the crank angle β2 corresponding to the highest lift of the second intake valve (202), 4. The engine of claim 1, wherein 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).

5. The engine of claim 1, 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 passage (401) and the second intake passage (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 passage (401) and the second intake passage (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.

6. 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 against the first intake valve (201). A first cam (701) abuts against the first rocker arm (901) to drive the first intake valve (201) to move; A second rocker arm (902) has a first end abutting against the second intake valve (202); A second cam (702) abuts against the second rocker arm (902) to drive the second intake valve (202) to move.

7. The engine of claim 6, wherein 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 rotatably connected with the rocker arm shaft (10); The first camshaft (6) is located on the other side of the rocker arm shaft (10) below the first rocker arm (901) and the second rocker arm (902); or the first camshaft (6) is located on the other side of the rocker arm shaft (10) above the first rocker arm (901) and the second rocker arm (902).

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

9. The engine of any one of claims 1-8, wherein, The engine is a four-valve engine.

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

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