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 opening time of the first intake valve is earlier than that of the second intake valve, the closing time of the first intake valve is later than that of the second intake valve, and the lift of the first intake valve is larger than that of the second intake valve; the highest lift h1 of the first intake valve and the highest lift h2 of the second intake valve meet the following conditions: 0.5 h1lt; h2lt; h2lt; h1. Under the condition of asynchronous air inlet of the first air inlet valve and the second air inlet valve, vortex is constructed on the basis of strong tumble, combustion in a cylinder is accelerated, and emission of an engine is reduced.

Description

TECHNICAL FIELD

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

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

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

[0004] Therefore, how to reduce the engine 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 to reduce the engine emission.

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

[0007] The opening time of the first air inlet valve is earlier than that of the second air inlet valve, and the closing time of the first air inlet valve is later than that of the second air inlet valve, the lift of the first air inlet valve is greater than that of the second air inlet valve, and the maximum lift h1 of the first air inlet valve and the maximum lift h2 of the second air inlet valve satisfy 0.5h1

[0008] Optionally, in the above engine, the maximum lift of the first air inlet valve corresponds to a crank angle β1, and the maximum lift of the second air inlet valve corresponds to a crank angle β2, and β2-20<β1<β2+20.

[0009] Optionally, in the above engine, the included angle Φ1 of the first air inlet valve, the included angle Φ2 of the second air inlet valve, the delayed opening angle Φ3 of the second air inlet valve, and the angle Φ4 by which the second air inlet valve is closed in advance satisfy the conditions: Φ4<0.5(Φ1-Φ2), and Φ3<0.5(Φ1-Φ2).

[0010] 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.

[0011] 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 port and the second intake port 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.

[0012] The first intake port and the second intake port 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.

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

[0014] a first rocker arm, a first end of the first rocker arm being used for abutting 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, a first end of the second rocker arm being used for abutting 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] 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, 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.

[0019] 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.

[0020] Optionally, in the above engine, further comprising:

[0021] a second camshaft;

[0022] a third cam, the third cam being mounted on the second camshaft, and the third cam driving the first intake valve to move;

[0023] A fourth cam is mounted to the second camshaft and drives the second intake valve.

[0024] Optionally, in the engine, an exhaust valve is further included, when the exhaust valve is in an open state, the second intake valve is in a closed state.

[0025] A driving device includes the engine.

[0026] 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 communicated with the cylinder, the first intake valve is arranged in the first intake passage to open and close the first intake passage, the second intake passage is communicated with the cylinder, and the second intake valve is arranged in the second intake passage to open and close the second intake passage.

[0027] According to the above description, in the engine, the opening time of the first intake valve is earlier than that of the second intake valve, and the closing time of the first intake valve is later than that of the second intake valve, the lift of the first intake valve is greater than that of the second intake valve, the maximum lift h1 of the first intake valve and the maximum lift h2 of the second intake valve satisfy 0.5h1 < h2 < h1, and in the asynchronous intake state of the first intake valve and the second intake valve, the vortex is constructed on the basis of the strong tumble flow, the combustion in the cylinder is accelerated, and the emission of the engine is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical scheme in the embodiments of the present application 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 present application, and for those skilled in the art, other drawings can be obtained without creative labor on the basis of the provided drawings.

[0029] Figure 1 The lift curve diagram of the first intake valve and the second intake valve provided by the embodiments of the present application is shown in the figure.

[0030] Figure 2 The relationship diagram between the valve lift and the flow coefficient provided by the embodiments of the present application is shown in the figure.

[0031] Figure 3 The valve lift and the tumble flow intensity in the crankshaft rotation angle corresponding position diagram under the synchronous state of the traditional valve is shown in the figure.

[0032] Figure 4 This is a schematic diagram showing the corresponding positions of valve lift and airflow intensity at crankshaft angles in the valve asynchronous state provided by an embodiment of the present invention;

[0033] Figure 5 This is a flow field effect diagram of the air intake duct provided by the embodiment of the utility model;

[0034] Figure 6 This is a flow field effect diagram at the end of compression in the cylinder provided by an embodiment of the utility model;

[0035] Figure 7 A schematic diagram of the cylinder temperature corresponding to the intake valve synchronous intake and the intake valve asynchronous intake provided in the embodiment of the present utility model;

[0036] Figure 8 A diagram showing the overlap ratio of the intake valve synchronous intake and the intake valve asynchronous intake provided by an embodiment of the present utility model;

[0037] Figure 9 A schematic diagram of the three-dimensional structure of the first engine intake position provided by an embodiment of the present utility model;

[0038] Figure 10 for Figure 9 A front view of the engine intake location is shown;

[0039] Figure 11 A schematic diagram of the three-dimensional structure of the second engine intake position provided by an embodiment of the present utility model;

[0040] Figure 12 for Figure 11 A front view of the engine intake location is shown;

[0041] Figure 13 A schematic diagram of the three-dimensional structure of the third engine intake position provided by an embodiment of the present utility model;

[0042] Figure 14 for Figure 13 A front view of the engine intake location is shown;

[0043] Figure 15 A schematic diagram of the structure of an engine provided by an embodiment of the present utility model;

[0044] Figure 16 A schematic diagram of the structure of an asynchronous scavenging engine provided by an embodiment of the utility model;

[0045] Figure 17 A schematic diagram of the structure of the engine valve overlap scavenging provided by an embodiment of the utility model;

[0046] Figure 18The utility model discloses an engine's structure schematic diagram.

[0047] Among them Figures 9-18 Middle:

[0048] 1 - cylinder, 2 - intake valve, 201 - first intake valve, 202 - second 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 extrusion area, 15 - side gap, 16 - cylinder sleeve. DETAILED DESCRIPTION

[0049] The utility model discloses an engine and travel equipment to reduce engine emission.

[0050] In order to make the technical personnel of the prior art better understand the technical scheme of the utility model, the utility model is further explained in detail below with the accompanying drawings and implementation.

[0051] Please refer to Figures 1 to 18 .

[0052] In one specific embodiment, the utility model embodiment provides an engine, which comprises a cylinder 1, a first intake port 401, a first intake valve 201, a second intake port 402 and a second intake valve 202, the first intake port 401 is communicated with the cylinder 1, the first intake valve 201 is arranged 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, the opening time of the first intake valve 201 is earlier than that of the second intake valve 202, and the closing time of the first intake valve 201 is later than that of the second intake valve 202, wherein the first intake port 401 and the second intake port 402 constitute an intake port 4 of the engine.

[0053] The utility model is described below in combination with Figure 14 The symbols of the present application are described as follows: b1 refers to the initial position of the valve, at this time, the intake port 4 is in a closed state; b2 refers to the maximum lift h1 of the first intake valve 201; b3 refers to the maximum lift h2 of the second intake valve 202; b4 refers to the height h'1 of the first cam 701; b5 refers to the angular early closing φ4 of the second intake valve 202; b6 refers to the angle φ1 of the first intake valve 201; b7 refers to the angular delayed opening φ3 of the second intake valve 202; b8 refers to the height h'2 of the second cam 702; and b9 refers to the angle φ2 of the second intake valve 202.

[0054] AsFigure 1 As shown, the lift of the first intake valve 201 is greater than the lift of the second intake valve 202, and at this time, when the first intake passage 401 and the second intake passage 402 are both open, the lift of the first intake valve 201 is always greater than the lift of the 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. Specifically, 0.6h1 < h2 < 0.8h1.

[0055] Specifically, the engine provided in the present application can be a four-valve engine, and specifically, two intake valves 2 and two exhaust valves 3 are provided.

[0056] As can be known from the above description, in the engine provided in the embodiment of the present application, since the opening time of the first intake valve 201 is earlier than that of the second intake valve 202, and the closing time is later than that of the second intake valve 202, and the lift of the first intake valve 201 is greater than that of the 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. Under the condition of asynchronous intake of the first intake valve 201 and the second intake valve 202, the strong tumble flow is realized to build a vortex, the combustion in the acceleration cylinder 1 is realized, and the emission of the engine is reduced.

[0057] In a specific embodiment, the crankshaft angle β1 corresponding to the maximum lift of the first intake valve 201 and the crankshaft angle β2 corresponding to the maximum lift of the second intake valve 202 satisfy: β2-20 < β1 < β2+20. Specifically, β1 can be set to satisfy: β2-10 < β1 < β2+10.

[0058] In a specific embodiment, the included angle Φ1 of the first intake valve 201, the included angle Φ2 of the second intake valve 202, the delayed opening angle Φ3 of the second intake valve 202, and the angle Φ4 by which the second intake valve 202 is closed in advance satisfy the conditions: Φ4 < 0.5(Φ1-Φ2), and Φ3 < 0.5(Φ1-Φ2). Of course, in specific settings, Φ4 < 0.6(Φ1-Φ2), and Φ3 < 0.6(Φ1-Φ2).

[0059] As shown, Figure 1 To ensure the sufficiency of intake, the opening phase of the first intake valve 201 is earlier than the top dead center of the piston 12, and the closing phase of the first intake valve 201 is later than the bottom dead center of the piston 12, at which time the intake inertia is fully utilized to improve the intake efficiency. Alternatively, the opening phase of the second intake valve 202 can be later than the top dead center of the piston 12, and the closing phase of the second intake valve 202 can be later than the bottom dead center of the piston 12.

[0060] In one specific embodiment, the first intake valve 201 and the second intake valve 202 are arranged on the cylinder head of the cylinder 1, the first intake passage 401 and the second intake passage 402 are arranged in parallel, and the airflow in the first intake passage 401 and the second intake passage 402 is arranged in parallel. The line connecting the center positions a4 of the first intake valve 201 and the second intake valve 202 is parallel to the line a4 connecting the front end and the rear end of the cylinder head.

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

[0062] In one 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 separately corresponding rocker arm 9.

[0063] 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, and 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 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, and 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 arm shaft 10, the first cam 701 and the second cam 702 are both mounted on the first camshaft 6, and the first rocker arm 901 and the second rocker arm 902 are both sleeved on the rocker arm shaft 10 and are rotatably connected with the rocker arm shaft 10.

[0065] As Figure 13 and Figure 14As shown, the first and second intake valves 201 and 202 are located on one side of the rocker shaft 10, while the first camshaft 6 is located on the other side of the rocker shaft 10. The first camshaft 6 is located below the first rocker arm 901 and the second rocker arm 902. In this case, the rocker shaft 10 can be located above the first camshaft 6, between the intake valve 2 and the first camshaft 6. In this case, the first and second intake valves 201 and 202 are driven by two independent first and second cams 701 and 702, respectively, achieving precise control of valve lift. Specifically, the first cam 701 interacts with the first rocker arm 901 to drive the first intake valve 201 according to the profile of the first cam 701; the second cam 702 interacts with the second rocker arm 902 to drive the second intake valve 202 according to the profile of the second cam 702. This design allows the two intake valves 2 in the same cylinder to achieve different valve lifts when the cam profiles are different, thereby optimizing engine performance.

[0066] At this time, the first camshaft 6 is located below the first rocker arm 901 and the second rocker arm 902. In order to ensure 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, a roller is provided on the first rocker arm 901 to contact the first cam 701, and a roller is provided on the second rocker arm 902 to contact the second cam 702. Specifically, the rotation axis of the roller is parallel to the rotation axis of the first camshaft 6.

[0067] like Figure 9 and Figure 10 As shown, the first cam 701 and the second cam 702 have different profiles, resulting in different opening and closing times for the first and second intake valves 201, 202. Furthermore, the maximum lifts of the first and second intake valves 201, 202 are also different. This design enables the two intake valves 2 to open and close asynchronously, and to have different maximum opening heights, based on their respective cam profiles.

[0068] By adjusting the valve lift in the above manner, the structural arrangement is simple and the reliability is high, while taking into account the limitations of engine height and width.

[0069] like Figure 9 and Figure 10 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 arm shaft 10 is located on the other side 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 but not width.

[0070] like Figure 11 and Figure 12As 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 mounted on the second camshaft 11, and the third cam 801 drives the movement of the first intake valve 201. The fourth cam 802 is mounted 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, the third cam 801 and the fourth cam 802 directly drive the corresponding tappet to move, and then drive the corresponding valve to open and close. The overall structure is simple and reliable, and the height and width restrictions can be considered. The structure requires small arrangement space, and is suitable for engines with limited height and width, but the load that can be borne by the structure is relatively small.

[0071] The scavenging process during the valve overlap period is an important reason for high methane emission of natural gas engines, and the scavenging process during the overlap period is as shown in Figure 17 As shown, on the basis of each scheme, the engine further comprises an exhaust passage 5 and an exhaust valve 3, the exhaust valve 3 is used to open and close the exhaust passage 5, and the exhaust passage 5 is in communication with the cylinder 1. When the exhaust valve 3 is in the open state, the second intake valve 202 is in the closed state. Since one intake valve 2 is in the closed state during the overlap period of the intake valve 2 and the exhaust valve 3, the valve overlap area is as shown in Figure 8 Due to the reduction of the effective flow area during the valve overlap period, the mixture escape caused by scavenging is reduced, and the methane emission can also be reduced.

[0072] The design profile provided in the application constructs 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 improve the in-cylinder turbulent kinetic energy in the late combustion period, promote flame propagation, accelerate the combustion speed, complete the entire combustion process in a relatively smaller cylinder volume, and has a higher combustion constant, which is beneficial to improve the working efficiency of the working medium 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 closes in advance, and under the same intake pressure, the mass flow of the gas entering the cylinder 1 is reduced, the effective compression ratio of the engine is reduced, which is beneficial to reduce the in-cylinder temperature and pressure at the compression top dead center, suppress engine knock, and improve the thermal efficiency of the engine.

[0073] Due to the reduction of the effective flow area of the intake valve 2, the profile is suitable for the working condition with small demand for intake air, that is, the engine at medium and low speed and medium and low load, and the corresponding vehicle use is high-speed standard-load transportation.

[0074] As shown in Figure 16As shown, the design profile builds vortex motion on the basis of strong tumble flow in the center of the cylinder 1 at the edge of the cylinder 1, the piston ring 13 is arranged between the piston 12 and the cylinder liner 16 of the cylinder 1, and the residual mixed gas in the side gap 15 formed between the piston 12 and the cylinder liner 16 and in the extrusion flow area 14 formed by the piston 12 and the cylinder cover is moved to the effective combustion area by the circumferential movement, thereby reducing the residual methane in the harmful volume and reducing the methane emission.

[0075] The in-cylinder temperature is shown in the figure, as shown, Figure 7 As shown, Figure 17 It can be seen that, on the basis of strong tumble flow in the center of the cylinder 1, the design profile builds vortex motion at the edge of the cylinder 1, which is beneficial to improve the in-cylinder turbulent kinetic energy in the late combustion stage, promote flame propagation, and accelerate the combustion speed, and the combustion end time is far away from the opening time of the exhaust valve 3, and the exhaust temperature is lower.

[0076] The application provides a driving device, which comprises the engine. The foregoing describes the specific structure of the engine, and the application comprises the engine, and has the technical effects.

[0077] The embodiments in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments.

[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 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 cylinder (1), the first intake passage (401), the first intake valve (201), the second intake passage (402) and the second intake valve (202) are included, the first intake passage (401) is communicated with the cylinder (1); the first intake valve (201) is arranged on the first intake passage (401) to open and close the first intake passage (401); the second intake passage (402) is communicated with the cylinder (1); the second intake valve (202) is arranged on the second intake passage (402) to open and close the second intake passage (402); The opening time of the first intake valve (201) is earlier than that of the second intake valve (202), and the closing time is later than that of the second intake valve (202), the lift of the first intake valve (201) is greater than that of the second intake valve (202); 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.

2. The engine of claim 1, wherein The crank angle β1 corresponding to the maximum lift of the first intake valve (201) and the crank angle β2 corresponding to the maximum lift of the second intake valve (202) satisfy: β2-20<β1<β2+20.

3. The engine of claim 1, wherein The included angle Φ1 of the first intake valve (201), the included angle Φ2 of the second intake valve (202), the delayed opening angle Φ3 of the second intake valve (202) and the angle Φ4 of the second intake valve (202) in advance closing satisfy the condition: Φ4<0.5(Φ1-Φ2), Φ3<0.5(Φ1-Φ2).

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 the 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: 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.

7. The engine of claim 6, wherein: Further comprising 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); The first intake valve (201) and the second intake valve (202) are located on one side of the rocker shaft (10), the first camshaft (6) is located on the other side of the rocker 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 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).

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

9. The engine of claim 1, wherein Further comprising an exhaust valve (3), when the exhaust valve (3) is in an open state, the second intake valve (202) is in a closed state.

10. A traveling apparatus characterized by comprising: The engine as claimed in any one of claims 1-9. The engine as claimed in any one of claims 1-9.

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