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 is opened earlier than the second intake valve, and the first intake valve is closed earlier than the second intake valve; in the opening process of the first intake valve and the second intake valve, the lift of the first intake valve is always higher than that of the second intake valve; and in the closing process of the first intake valve and the second intake valve, the lift of the first intake valve is always lower than that of the second intake valve. 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 the energy crisis and environmental pollution, for example in natural gas engine, reducing gas consumption and emission is the problem that the natural gas engine urgently needs to solve at present. The traditional natural gas engine adopts premixed ignition type technical route, and the tumble flow is beneficial to improving the center turbulent kinetic energy in the cylinder, accelerating the initial fire core development speed, and can improve the engine thermal efficiency. However, under the background of large cylinder diameter, it is difficult to produce 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 opens earlier than the second air inlet valve, and the first air inlet valve closes earlier than the second air inlet valve; during the opening process of the first air inlet valve and the second air inlet valve, the lift of the first air inlet valve is always higher than the lift of the second air inlet valve; and during the closing process of the first air inlet valve and the second air inlet valve, the lift of the first air inlet valve is always lower than the lift of the second air inlet valve.

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

[0009] Optionally, in the above engine, the included angle Φ1 of the cam corresponding to the first air inlet valve and the included angle Φ2 of the cam corresponding to the second air inlet valve satisfy Φ1 = Φ2.

[0010] Optionally, in the above-mentioned engine, the starting moment of the No. 2 intake valve relative to the opening moment of the No. 1 intake valve corresponds to a cam angle delay opening Φ3 and the closing moment of the No. 2 intake valve relative to the closing moment of the No. 1 intake valve corresponds to an angle Φ4 extending the closing time to meet the following requirements: Φ4<0.5Φ1, Φ3<0.5Φ1.

[0011] Optionally, in the above engine, the cam angle Φ1 corresponding to the first intake valve, 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 satisfy: β1<β2+0.5Φ1.

[0012] Optionally, in the above engine, the opening phase of the No. 1 intake valve is earlier than the top dead center of the piston, and the closing phase is later than the bottom dead center of the piston.

[0013] Optionally, in the above engine, it further includes:

[0014] a first rocker arm, wherein a first end of the first rocker arm is configured to abut against the first intake valve;

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

[0016] a second rocker arm, wherein a first end of the second rocker arm is used to abut against the second intake valve;

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

[0018] First camshaft;

[0019] A rocker shaft, wherein the first cam and the second cam are both mounted on the first cam shaft; the first rocker arm and the second rocker arm are both sleeved on the rocker shaft and rotatably connected to the rocker shaft;

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

[0021] Optionally, in the above engine, it further includes:

[0022] Second camshaft;

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

[0024] a fourth cam mounted on the second cam shaft, the fourth cam driving the second intake valve.

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

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

[0027] A traveling device includes the engine.

[0028] In the technical scheme, the engine includes a cylinder, a first intake passage, a first intake valve, a second intake passage and a second intake valve, the first intake passage is in communication with the cylinder, the first intake valve is arranged on the first intake passage to open and close the first intake passage, the second intake passage is in communication with the cylinder, and the second intake valve is arranged on the second intake passage to open and close the second intake passage. The first intake valve is opened earlier than the second intake valve, and the first intake valve is closed earlier than the second intake valve. During the opening process of the first intake valve and the second intake valve, the lift of the first intake valve is always higher than the lift of the second intake valve. During the closing process of the first intake valve and the second intake valve, the lift of the first intake valve is always lower than the lift of the second intake valve.

[0029] As described above, in the engine provided by the application, the opening and closing phase difference of the first intake valve and the second intake valve, the lift of the first intake valve being always higher than the lift of the second intake valve during the opening process of the first intake valve and the second intake valve, and the lift of the first intake valve being always lower than the lift of the second intake valve during the closing process of the first intake valve and the second intake valve are used to build a vortex on the basis of strong tumble flow, so that accelerated in-cylinder combustion is realized, and the engine emission is reduced. BRIEF DESCRIPTION OF DRAWINGS

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

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

[0032] Figure 2 The valve lift and airflow intensity in the crankshaft angle corresponding position intention under the valve asynchronous state is provided by the utility model embodiment;

[0033] Figure 3 The valve lift and airflow intensity in the crankshaft angle corresponding position intention under the valve asynchronous state is provided by the utility model embodiment;

[0034] Figure 4 The overlap area proportion chart of the intake valve synchronous intake and the intake valve asynchronous intake is provided by the utility model embodiment;

[0035] Figure 5 The corresponding cylinder temperature schematic diagram of the intake valve synchronous intake and the intake valve asynchronous intake is provided by the utility model embodiment;

[0036] Figure 6 The intake passage intake flow field effect diagram is provided by the utility model embodiment;

[0037] Figure 7 The cylinder compression end flow field effect diagram is provided by the utility model embodiment;

[0038] Figure 8 The three-dimensional structure schematic diagram of the engine is provided by the utility model embodiment;

[0039] Figure 9 The structure schematic diagram of the engine is provided by the utility model embodiment;

[0040] Figure 10 The structure schematic diagram of the engine valve overlap scavenging is provided by the utility model embodiment;

[0041] Figure 11 The structure schematic diagram of the engine asynchronous scavenging is provided by the utility model embodiment;

[0042] Figure 12 The three-dimensional structure schematic diagram of the first engine intake position is provided by the utility model embodiment;

[0043] Figure 13 It is the front view of the engine intake position shown in the figure; Figure 12

[0044] The three-dimensional structure schematic diagram of the second engine intake position is provided by the utility model embodiment; Figure 14

[0045] It is the front view of the engine intake position shown in the figure; Figure 15 Figure 14

[0046] Figure 16 ​​The third three-dimensional structure schematic diagram of the engine intake position is provided in the embodiment of the utility model.

[0047] Figure 17 For Figure 16 The front view of the engine intake position is shown.

[0048] Among them Figures 8-17 In: 1-cylinder, 2-intake valve, 201-No. 1 intake valve, 202-No. 2 intake valve, 3-exhaust valve, 4-intake port, 401-first intake port, 402-second intake port, 5-exhaust port, 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 area, 15-side gap, 16-cylinder sleeve. Specific implementation

[0049] The core of the utility model is to provide a kind of engine and travelling equipment, and the engine emission is reduced.

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

[0051] Please refer to Figures 1 to 17 .

[0052] In a specific embodiment, the engine provided by the embodiment of the utility model includes cylinder 1, first intake port 401, No. 1 intake valve 201, second intake port 402 and No. 2 intake valve 202, and the first intake port 401 is communicated with the cylinder 1;No. 1 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;No. 2 intake valve 202 is arranged in the second intake port 402 to open and close the second intake port 402.No. 1 intake valve 201 opens earlier than No. 2 intake valve 202, and No. 1 intake valve 201 closes earlier than No. 2 intake valve 202.During the opening process of No. 1 intake valve 201 and No. 2 intake valve 202, the lift of No. 1 intake valve 201 is always higher than the lift of No. 2 intake valve 202.During the closing process of No. 1 intake valve 201 and No. 2 intake valve 202, the lift of No. 1 intake valve 201 is always lower than the lift of No. 2 intake valve 202.

[0053] During the closing process of the two intake valves 2, the lift of No. 1 intake valve 201 is always lower than the lift of No. 2 intake valve 202;Intake is over, No. 1 intake valve 201 closes first, and No. 2 intake valve 202 closes after a certain crank angle.That is, No. 1 intake valve 201 opens and closes first, and No. 2 intake valve 202 opens and closes later.

[0054] Specifically, the engine provided by the application can be a four-valve engine, and specifically, two intake valves 2 and two exhaust valves 3 are arranged.

[0055] As can be seen from the above description, in the engine provided by the embodiment of the application, the opening and closing phase difference of the first intake valve 201 and the second intake valve 202 is arranged, and the lift of the first intake valve 201 is always higher than the lift of the second intake valve 202 during the opening process of the first intake valve 201 and the second intake valve 202; the lift of the first intake valve 201 is always lower than the lift of the second intake valve 202 during the closing process of the first intake valve 201 and the second intake valve 202, and the vortex is constructed on the basis of the strong tumble flow, the accelerated in-cylinder combustion is realized, and the engine emission is reduced.

[0056] The following will be described in combination with Figure 17 The symbols of the application are described as follows: b1 refers to the initial position of the valve, i.e., the closed position of the valve. b2 refers to the highest lift h1 of the first intake valve 201. b3 refers to the highest lift h2 of the second intake valve 202. b4 refers to the height h'1 of the cam corresponding to the first valve 201. b5 refers to the height h'2 of the cam corresponding to the second intake valve 202. b6 refers to the crankshaft angle β1 corresponding to the highest lift of the first intake valve 201. b7 refers to the crankshaft angle β2 corresponding to the highest lift of the second intake valve 202. b8 refers to the cam included angle φ1 corresponding to the first intake valve 201, wherein the included angle φ1 is the central angle of the cam rotation corresponding to the entire opening process of the first intake valve 201. b9 refers to the cam included angle φ2 corresponding to the second intake valve, wherein the included angle φ2 is the central angle of the cam rotation corresponding to the entire opening process of the second intake valve 202. b10 refers to the opening delay included angle φ3 of the second intake valve 202, and the opening delay included angle φ3 is the included angle corresponding to the crankshaft angle at the initial opening time of the first intake valve 201 and the crankshaft angle at the initial opening time of the second intake valve 202. b11 refers to the closing advance included angle φ4 of the second intake valve 202, and the closing advance included angle φ4 refers to the included angle corresponding to the crankshaft angle at the closing time of the first intake valve 201 and the crankshaft angle at the closing time of the second intake valve 202.

[0057] In one specific embodiment, the highest lift h1 of the first intake valve 201 and the highest lift h2 of the second intake valve 202 satisfy: h1 = h2. Of course, the highest lift h1 of the first intake valve 201 and the highest lift h2 of the second intake valve 202 can also be set unequally during specific setting.

[0058] In an embodiment, the cam angle Φ1 corresponding to the first intake valve 201 and the cam angle Φ2 corresponding to the second intake valve 202 satisfy: Φ1 = Φ2. In this case, the cam profile corresponding to the first intake valve 201 and the cam profile corresponding to the second intake valve 202 can be identical. In this case, h1 = h2.

[0059] In an embodiment, the delay opening angle Φ3 of the second intake valve opening time relative to the cam angle corresponding to the first intake valve 201 opening time and the closing angle Φ4 of the second intake valve 202 closing time relative to the closing time of the first intake valve 201 satisfy: Φ4 < 0.5Φ1, Φ3 < 0.5Φ1, for example, Φ4 < 0.3Φ1, Φ3 < 0.3Φ1.

[0060] In an embodiment, the cam angle Φ1 corresponding to the first intake valve 201, the crank angle β1 corresponding to the maximum lift of the first intake valve 201, and the crank angle β2 corresponding to the maximum lift of the second intake valve 202 satisfy: β1 < β2 + 0.5Φ1, for example, β1 < β2 + 0.3Φ1.

[0061] To ensure the sufficiency of intake air, the opening phase of the first intake valve 201 is earlier than the top dead center of the piston 12, and the closing phase of the first intake valve 201 is later than the bottom dead center of the piston 12, so that the intake air inertia is fully utilized to improve the intake efficiency.

[0062] In an 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 the opening and closing of the first intake passage 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 the opening and closing of the second intake passage 402.

[0064] Further, the engine further comprises a first camshaft 6 and a rocker 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 shaft 10 and rotatably connected with the rocker shaft 10.

[0065] As shown in Figure 16 and Figure 17 , 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 first camshaft 6, 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 respectively driven by two independent first cams 701 and second cams 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; 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 the first cam 701 and the second cam 702 to have different profiles, so that the first intake valve 201 and the second intake valve 202 in the same cylinder 1 can have different valve lifts, thereby optimizing the performance of the engine.

[0066] 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 is simple and reliable, and can also consider the height and width restrictions.

[0067] The first cam 701 and the second cam 702 have different profiles, resulting in a difference in the opening and closing times of the first intake valve 201 and the second intake valve 202, and the respective maximum lifts can be the same or different as needed. This design allows the two intake valves 2 to be opened and closed asynchronously according to their respective cam profiles, and to have different or the same maximum opening heights.

[0068] As shown in Figure 12 and Figure 13As shown, in another embodiment, the first and second intake valves 201, 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. In this case, the first camshaft 6 is located above the first and second rocker arms 901, 902, while the first and second intake valves 201, 202 are located below the first and second rocker arms 901, 902. This arrangement can reduce the overall engine height to a certain extent, but generally increases the width, making it suitable for engines with limited height but not width.

[0069] like Figure 14 and Figure 15 As shown, the engine also includes 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 movement of the first intake valve 201. The fourth cam 802 is mounted on the second camshaft 11 and drives the movement of the second intake valve 202. The third cam 801 can directly act on the tappet of the first intake valve 201, while the fourth cam 802 directly acts on the tappet of the second intake valve 202. The third and fourth cams 801 and 802 directly drive the movement of the corresponding tappets, thereby driving the corresponding valves to open and close. The overall structure is simple and highly reliable, while also meeting height and width restrictions. This structure requires minimal space and is suitable for engines with limited height and width, but the load it can withstand is relatively small.

[0070] In one embodiment, the first and second intake valves 201, 202 are located in the cylinder head of cylinder 1, and the first and second intake ducts 401, 402 are arranged in parallel. In this case, the airflows in the first and second intake ducts 401, 402 are arranged in parallel. A line a4 connecting the center positions of the first and second intake valves 201, 202 is parallel to a line a2 connecting the front and rear ends of the cylinder head.

[0071] 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.

[0072] The scavenging process during valve overlap is an important reason for the high methane emissions of natural gas engines. Figure 17 As shown. Based on each solution, the engine further includes an exhaust duct 5 and an exhaust valve 3. The exhaust valve 3 is used to open and close the exhaust duct 5, which is connected to the cylinder 1. When the exhaust valve 3 is in the open state, the first intake valve 201 is in the closed state. Since one intake valve 2 is in the closed state during the overlap of the intake valve 2 and the exhaust valve 3, the valve overlap area comparison is as follows: Figure 4As shown, due to the decrease of the effective flow area during the valve overlap, the mixture escape caused by the scavenging is reduced, and the methane emission can also be reduced.

[0073] The design profile provided by the application builds the vortex motion at the edge of the cylinder 1 on the basis of the strong tumble flow at the center of the cylinder 1, which is beneficial to improve the in-cylinder turbulent kinetic energy in the late combustion stage, promote the flame propagation, accelerate the combustion speed, complete the whole combustion process in a relatively smaller in-cylinder volume, and improve the combustion isentropic degree, which is beneficial to improve the working medium working efficiency on the piston 12, that is, to improve the thermal efficiency; in addition, at the closing moment of the intake valve 2, one intake valve 2 is delayed to close, and under the same intake pressure, the mass flow of the gas entering the cylinder 1 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 the engine knock, and improve the thermal efficiency of the engine.

[0074] Since the effective flow of the intake valve can be basically maintained unchanged, the profile is suitable for the engine under some working conditions, and the high-speed vehicle, national road and mountain transportation scenes can be considered.

[0075] The application provides a driving device, comprising an engine, wherein the engine is any of the engines described above. The foregoing describes the specific structure of the engine, and the application includes the above-mentioned engine, which also has the above-mentioned technical effects.

[0076] Specifically, the driving device provided by the application can be a vehicle.

[0077] In the specification, each embodiment is described in a progressive manner, and each embodiment focuses on the difference from other embodiments, and the same or similar parts between each embodiment can be referred to each other.

[0078] 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) opens earlier than the second intake valve (202), and the first intake valve (201) closes earlier than the second intake valve (202), the lift of the first intake valve (201) is always higher than the lift of the second intake valve (202) during the opening process of the first intake valve (201) and the second intake valve (202), and the lift of the first intake valve (201) is always lower than the lift of the second intake valve (202) during the closing process of the first intake valve (201) and the second intake valve (202).

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 h1 = h2.

3. The engine of claim 1, wherein The included angle Φ1 of the cam corresponding to the first intake valve (201) and the included angle Φ2 of the cam corresponding to the second intake valve (202) satisfy Φ1 = Φ2.

4. The engine of claim 1, wherein The cam included angle delay opening Φ3 of the second intake valve opening time relative to the first intake valve (201) opening time corresponding cam and the cam included angle Φ4 of the second intake valve closing time relative to the first intake valve (201) closing time extension closing satisfy Φ4 < 0.5 Φ1, and Φ3 < 0.5 Φ1.

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

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 is later than the piston bottom dead center.

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

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

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

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

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