WO2014111033A1

WO2014111033A1 - Engine structure

Info

Publication number: WO2014111033A1
Application number: PCT/CN2014/070738
Authority: WO
Inventors: 卢章根
Original assignee: Lu Zhanggen
Priority date: 2013-01-16
Filing date: 2014-01-16
Publication date: 2014-07-24
Also published as: CN103075219B; CN103075219A

Abstract

Disclosed is an engine structure for changing a protrusion angle of an intake camshaft, the engine structure comprising a tappet (2), the top end of the tappet being provided with an intake camshaft (1). The intake camshaft comprises a fixing part (12). The fixing part is provided with a protrusion part (11) extending towards the front end, and the centre of the fixing part is used as a centre of a circle. The opening angle of the protrusion part is the protrusion angle α of the intake camshaft, the value range of the protrusion angle α is greater than or equal to 110 degrees but is smaller than or equal to 170 degrees, or the value range of the protrusion angle α is greater than or equal to 10 degrees but is smaller than or equal to 75 degrees, and the calculation of the protrusion angle α is based on the calculation of an engine piston from a top dead centre. The intake camshaft operates by mating with a novel stepped tappet. Thus, the closing of an intake valve is delayed or advanced, and the distance of the piston compressed upwards at this point to the top dead centre is used as the compression ratio to design a combustion chamber, so that the expansion working volume for pushing the piston is greater than the compression volume. By means of such an engine structure, the heat work is fully exerted, and the conversion efficiency of the engine heat is improved.

Description

Engine structure

The present invention relates to the field of four-stroke engine technology, and more particularly to an intake camshaft that changes the angle of intake air and a tappet and rocker arm structure that matches the intake camshaft. Background technique

The protruding angle of the conventional intake camshaft is shown in Fig. 1a and Fig. 1b, and the angle of the intake camshaft of the engine is now used. (The angle of the X is different. In the first case, the piston is in the upper limit. The convex angle is calculated before the point, and its size is about 125 degrees. In the second case, the convex angle is calculated by the piston at the top dead center, and the size is about 110 degrees. The protruding angle of the existing intake camshaft makes the size The conversion rate of converting the operating energy of the engine into the power output is low.

It is an object of the present invention to provide an engine structure that improves thermal conversion efficiency, an environmentally friendly and fuel efficient engine.

To this end, the present invention provides an engine structure including a tappet having an intake camshaft at a top end of the tappet, the intake camshaft including a fixed portion, and a fixing portion extending toward the front end to have a projection for fixing The center of the part is the center of the circle, and the angle at which the protrusion is opened is the protrusion angle a of the intake camshaft, and the angle of the protrusion angle α ranges from 110 degrees or more to 170 degrees or less, or the protrusion angle α The value ranges from 10 degrees or more to less than or equal to 75 degrees. The calculation of the protrusion angle is calculated from the engine piston at the top dead center.

The side wall of the fixing portion is a circular arc side wall, the side wall of the protruding portion is a curved side wall, and the intersection of the circular arc side wall and the curved side wall is a concave curved surface, the curved side wall and the convex surface The intersection of the front end face is a curved surface.

The present invention also provides another engine structure including a tappet having an intake camshaft at a top end of the tappet, the intake camshaft including a fixing portion, and a fixing portion extending to the front end to have a protruding portion, the center of the fixing portion For the center of the circle, the angle at which the protrusion is opened is the protrusion angle α of the intake camshaft, and the range of the protrusion angle α is an angle greater than or equal to 110 degrees and less than or equal to 170 degrees, or the value of the protrusion angle The range is greater than or equal to 10 degrees and less than or equal to 75 degrees. The projection angle (X is calculated from the engine piston at the top dead center; the top end of the tappet is provided with a stepped table, and the intake camshaft side is abutted Lean on the stepped platform.

The upper surface of the stepped table is connected to a side surface thereof as a stepped arc surface, the side wall of the fixing portion is a circular arc side wall, and the side wall of the protruding portion is a curved side wall, the circular arc side wall and the curved surface The intersection of the sidewalls is a curved surface, and the intersection of the curved side wall and the front end surface of the convex portion is a curved surface, and the concave curved surface is connected with the curved surface of the step; The surface abuts the top surface of the tappet.

The inside of the ladder is empty. Helps to reduce the weight.

A baffle is arranged on both sides of the stepped platform, and the baffle is blocked on both sides of the intake camshaft. It prevents the tappet from rotating with the intake camshaft and keeps the tappet up and down.

The invention provides another engine structure, comprising a rocker arm, the rocker arm is disposed on the set position shaft, one end of the rocker arm is connected to the fixed end of the intake valve, and the other end is abutted against the intake camshaft, the intake camshaft The fixing portion includes a protruding portion extending toward the front end, the center of the fixing portion is a center, and the protruding portion is at an angle σ of the intake camshaft, and the protruding angle α is in a range of The angle greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle ex is greater than or equal to 10 degrees and less than or equal to 75 degrees, the projection angle α is calculated based on the engine piston at top dead center Calculated.

The side wall of the fixing portion is a circular arc side wall, the side wall of the protruding portion is a curved side wall, and the intersection of the circular arc side wall and the curved side wall is a concave curved surface, when the intake cam shaft rotates The concave curved surface and the front end surface of the protruding portion respectively oppose the lower end of the rocker arm.

There is also a boss below the end of the rocker arm, the corner of the boss is a curved surface angle, the side wall of the fixing portion is a circular arc side wall, and the side wall of the protruding portion is a curved side wall, an arc The intersection of the shaped side wall and the curved side wall is a curved surface, and the concave curved surface abuts on a corner of the boss.

The invention also provides another engine structure, comprising a rocker arm, one end of the rocker arm is connected with the fixed end of the intake valve, the other end is provided with a positioning shaft, and the surface of the rocker arm is provided with a stepped step, and the corner of the stepped step is The arcuate angle, the intake camshaft includes a fixing portion, and the fixing portion extends to the front end to have a protruding portion, the center of the fixing portion is a center, and the angle at which the protruding portion is opened is a convex angle α of the intake camshaft, convex The angle of the exit angle α is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle cc is greater than or equal to 10 degrees and less than or equal to 75 degrees. The convex angle (calculation of X) The basis is calculated from the engine piston at the top dead center; the side wall of the fixing portion is a circular arc side wall, the side wall of the protruding portion is a curved side wall, and the intersection of the circular arc side wall and the curved side wall It is a concave curved surface, and the concave curved surface is in contact with a corner of the stepped step.

Compared with the prior art, the present invention has the following advantages: The intake camshaft projection angle of the four-stroke engine is increased or the convex angle of the camshaft is reduced to design a new intake camshaft. It is equipped with a new type of tappet to operate, so as to delay or early closing of the intake valve. The piston compresses the distance to the top dead center at this point to compress the combustion chamber, so that the piston expansion work volume is greater than The volume of air that needs to be compressed. The hot work is fully enhanced, and the conversion efficiency of the engine heat is improved. DRAWINGS

Figure la is a plan view of a prior art engine intake camshaft.

Figure lb is a perspective view of Figure la. 2a is a schematic view showing an enlarged angle of an intake camshaft in an engine structure according to an embodiment of the present invention;

(One) .

Figure 2b is a perspective view of Figure 2a.

2c is a schematic view showing a reduction in the angle of projection of the intake camshaft in the engine structure according to an embodiment of the present invention. Figure 2d is a perspective view of Figure 2c.

2e is a schematic view showing an enlarged angle of an intake camshaft in an engine structure according to an embodiment of the present invention;

(b).

Figure 2f is a perspective view of Figure 2e.

Fig. 2g is a plan view showing the convex camshaft convex angle of the convex angle α of 10 degrees.

Figure 2h is a perspective view of Figure 2g.

Fig. 3a is a schematic view showing the operation of applying the intake camshaft of the enlarged convex angle of Fig. 2f to the engine structure in cooperation with a conventional tappet.

Fig. 3b is a schematic view showing the working process of applying the intake camshaft of the enlarged convex angle of Fig. 2b to the conventional tappet.

Fig. 3c is a schematic view showing the operation of applying the intake camshaft of Fig. 2d to reduce the intake cam angle to the conventional tappet.

Figure 4a is an enlarged view of the stepped table (the interior of the stepped table is empty).

Figure 4b is a schematic view showing the combination of the camshaft of Figure 2f with the stepped table and the tappet (the interior of the stepped table).

Figure 4c is a schematic view showing the combination of the camshaft of Figure 2f with the stepped table and the tappet (solid inside the stepped table).

Figure 4d is a schematic view of the stepped table of Figure 4c with a baffle.

Figure 4e is a schematic view of the stepped table of Figure 4b with a baffle.

Figure 4f is a schematic view showing the combination of a camshaft and a stepped table and another shaped tappet.

Figure 4g is a schematic view showing the combination of the camshaft of Figure 2d with the stepped table and the tappet (the interior of the stepped table).

Figure 4h is a schematic view of the structure of another shape of the tappet in Figure 4g.

Fig. 5 is a schematic view showing the operation of applying the intake camshaft of the enlarged projecting angle of Fig. 2b to the improved tappet to the engine structure.

Figure 6a is a schematic view of another large angle intake camshaft.

Figure 6b is a view showing the application of the intake camshaft of Fig. 6a to the improved tappet to the engine structure. Schematic (a).

Figure 6c shows the application of the intake camshaft of Figure 6a with the modified tappet to the engine structure (Figure 2).

Figure 6d shows the application of the intake camshaft of Figure 6a with the modified tappet to the engine structure working process (3).

Figure 7a is a schematic view (1) of the operation of applying the intake camshaft of Figure 2d to the improved tappet to the engine structure.

Figure 7b is a schematic view of the application of the intake camshaft of Figure 2d to the improved tappet to the engine structure (2).

Fig. 7c is a schematic view showing the working process of applying the intake camshaft of Fig. 2d with the improved tappet to the engine structure (3).

Figure 8a is a schematic view showing the connection structure of the intake camshaft and the rocker arm (1).

Figure 8b is a schematic view showing the connection structure of the intake camshaft and the rocker arm (2).

Figure 8c is a schematic view showing the connection structure of the intake camshaft and the rocker arm (3).

Figure 8d is a schematic diagram of the connection structure of the intake camshaft and the rocker arm (4).

Figure 8e is a schematic diagram of the connection structure between the intake camshaft and the rocker arm (5). detailed description

The invention will be further described in detail below with reference to the drawings and specific embodiments.

Embodiment 1:

Referring to Fig. 3a, this embodiment is an example of a convex angle α-large angle, an engine structure including a prior art tappet 2, and an intake camshaft 1 is provided at the top end of the tappet 2. The intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projecting portion 11 extending toward the front end. The convex angle (X ranges from more than 110 degrees and less than or equal to 170 degrees. The calculation of the convex angle α is calculated from the top of the engine piston at the top dead center, and the convex angle a is equal to the curved cake 57. The angle of rotation during the inhalation process is added to the sum of the angles at which the curved cake 57 is rotated during the compression of the piston 55.

The projection angle cc is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.

Fig. 2e and Fig. 2f are schematic diagrams showing the working process of the intake camshaft with the increased convex angle and the conventional tappet applied to the engine structure.

In the present embodiment, α is 110 degrees. The solution is a schematic diagram of the camshaft that enlarges the protruding angle of the intake camshaft and the conventional tappet. The working process is described as follows: The states (1) to (4) in Fig. 3a indicate that the intake valve 53 is opened to The closing process ends. At this time, the piston 55 continues to go up to the top dead center for the compression process, which means that the piston is up to the highest point, that is, the top surface position.

Embodiment 2:

Referring to Figures 2a, 2b, and 3b, this embodiment is an example of another large angle of the convex angle α. The tappet 2 is a prior art tappet structure.

The operation of applying the intake camshaft 1 of the enlarged convex angle of Fig. 2b to the conventional tappet 2 to the engine is as follows:

The piston 55 is inhaled from the upper downward direction, and the curved cake 57 rotates the intake valve 53 clockwise to start opening the inhaled combustible mixture (the diesel engine only sucks air). The states (1) to (3) in Fig. 3b are the inhalation process, after the piston 55 reaches the bottom dead center (the bottom dead center is the lowest point of the piston, the position of the piston surface), due to the increased intake air. The cam shaft 1 projecting at the angle α, the intake valve 53 is not closed at this time, but the piston 55 rotates upward with the curved cake 57, and the sucked part of the gas is discharged outward through the intake pipe 51, in the state (4), The gas is still not stopped to be exhausted until the intake camshaft 1 is turned to the position shown in the state (5), the tappet 2 is not jacked, and the intake valve 53 is completely closed. The combustion chamber design is designed to calculate the compression ratio from the point of the piston up to the top dead center.

In this embodiment, α is 145 degrees.

Embodiment 3:

Referring to FIG. 2c, FIG. 2d and FIG. 3c, this embodiment is a convex angle (X-′′′, an example of an angle, an engine structure, including a tappet 2 of the prior art, and is provided at the top end of the tappet 2 Intake camshaft 1. The intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 extends toward the front end to provide a projection 11. The convex angle a ranges from more than 10 degrees and less than or equal to 75 degrees. The calculation of the exit angle α is based on the engine piston at the top dead center.

The projection angle cc is an angle at which the center of the fixing portion 12 is centered, and the projection 11 is opened.

In this embodiment, α is 45 degrees.

Embodiment 4:

This embodiment differs from the above embodiment in that an improvement is also made to the conventional tappet structure. An engine structure includes a tappet 2 having an intake camshaft 1 at the top end of the tappet 2. The intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projection 11 extending toward the front end. The range of the convex angle is greater than or equal to 1 10 degrees and less than or equal to 170 degrees. The calculation of the convex angle is calculated from the engine piston at the top dead center; or the range of the convex angle α is greater than Equal to 10 degrees and less than or equal to 75 degrees. Referring to FIG. 4b, FIG. 4c, FIG. 4d, FIG. 4e, FIG. 4f, FIG. 4g, and FIG. 4h, the top end of the tappet 2 is provided with a stepped table 3, and the side of the intake camshaft 1 is in different working processes. They are respectively abutted against the step table 3 by different positions. The projection angle cc is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.

Referring to FIG. 4a and FIG. 2f, the upper surface of the stepped table 3 is connected to a side surface thereof as a stepped arc surface 31, and the side wall of the fixing portion 12 is a circular arc side wall 14, and the side wall of the protruding portion 11 The arcuate side wall 13 is a concave curved surface 15 at the intersection of the circular arc side wall 14 and the curved side wall 13 , and the arc surface 16 is intersected with the front end surface of the convex portion 11 . The concave curved surface 15 abuts against the stepped arc surface 31; when the curved surface 16 is in operation, it abuts against the top surface of the tappet 2 .

Further, the step table 3 may be an internal recess which helps to reduce the weight of the dry, as shown in Fig. 4b, Fig. 4e, Fig. 4g, Fig. 4f and Fig. 4h.

Further, baffles 32 are arranged on both sides of the stepped table 3, and the baffles 32 are blocked on both sides of the intake camshaft 1, as shown in Fig. 4d and Fig. 4e.

Fig. 5 is a schematic view showing the operation of applying the intake camshaft of the enlarged convex angle of Fig. 2b to the engine structure, showing the start to the end of the intake.

Embodiment 5:

Referring to FIG. 6a to FIG. 6d, this embodiment is a schematic diagram of another large angle intake camshaft and an improved tappet applied to the engine structure. The improved tappet structure is the same as that of the fourth embodiment.

Figure 6b is a schematic view (1) of the application of the intake camshaft of Figure 6a to the improved tappet to the engine structure.

In Fig. 6b, (1) to (4) are the engine intake camshaft 1. The jacking lever 2 causes the intake valve 53 to open the intake air, and the piston 55 descends from the top dead center to the bottom dead center. However, the valve has not been closed and the piston 55 is turned up to (1) in Figure 6c. Due to the special design of the intake camshaft 1: When the convex angle of the camshaft 1 is rotated to the curved end wall 13 of the other end of the projection, the convex portion structure is suddenly lost, and the step of the improved tappet step table 3 is matched. The curved surface 31 design causes the tappet 2 to lose the top force of the camshaft 1 in a short time, and the intake valve 53 suddenly closes rapidly. The advantage is that the normal camshaft 1 is closed for a long time, and the inlet and outlet gas are formed before closing. The smaller airway area makes the inlet and outlet air not smooth. At this time, from the piston 55 of Fig. 6c, the compressor is compressed upward to the bottom dead center of Fig. 6c (2), and the combustion chamber is designed to be compressed by the stroke distance of the piston 55, and is finished by the compression of (2) of Fig. 6c, inhaling the combustible mixture. The ignition is ignited (the diesel engine is ejected from diesel combustion), and the explosion expands to push the piston down to work, ending at (3) in Figure 6c. The exhaust valve 54 begins to open the exhaust.

(5) of Fig. 6c is the exhausting process, to the end of the exhaust of Fig. 6d (1), the exhaust valve 54 is closed, and the engine is rotated one cycle of the curved cake 57 for two weeks.

In Fig. 6d, states (2), (3), and (4) correspond to states (1), (2), (3) in Fig. 6c, and (2) pistons 55 upward compression distance a of Fig. 6d and Fig. 6d ( 4) The piston 55 is down to the working distance b. Since b is greater than a, it is known that the engine's work expansion volume is greater than the intake air volume, thereby improving engine efficiency.

Example 6: The embodiment is a schematic diagram of the working process of the intake camshaft and the improved tappet for reducing the intake bulge angle applied to the engine structure, and the improved tappet structure is the same as that of the fourth embodiment.

In (1) of Fig. 7a, the engine intake camshaft 1 starts the top tappet 2, and the intake valve 53 is opened. The combustible mixture is drawn into the cylinder by the intake pipe 51 (the diesel engine draws in air). (2) of Fig. 7a is still in the intake process, and the tappet 2 of (3) of Fig. 7a quickly loses the top force of the camshaft 1. The intake valve 53 is closed for a short period of time, at which time the piston 55 has not descended to the bottom dead center, and the curved cake 57 continues to rotate from (3) to (4), (5) of Fig. 7a and (1) of Fig. 7b. At this time, the intake volume of (3) in Fig. 7a is restored, and the piston 55 is actually compressed upward to the top dead center, and the combustion chamber is also calculated according to the compression distance. The (2) compression of Fig. 7b is completed, and the ignition (diesel injection combustion) explosion pushes the piston to work down to (3) of Fig. 7b, and the piston 55 is completed and the exhaust valve 54 is exhausted. (4) and (5) of Fig. 7b and (1) of Fig. 7c are the exhaust process to the end of the exhaust. Complete one cycle of engine rotation for two weeks. From the difference between the compressed upward distance a of the piston 55 and the downward distance b of the piston expansion in (2), (3), (4) of Fig. 7c, b is larger than a, and it is found that the working volume of the piston is larger than the volume of the piston. The efficiency of hot work is improved.

In the present embodiment, α. is 70 degrees.

Example 7:

Referring to Figures 8a and 8b, and in conjunction with Figure 2f, an engine structure includes a rocker arm 4. The set arm shaft 41 is worn on the rocker arm 4. One end of the rocker arm 4 is connected to the fixed end 531 of the intake valve 53, and the other end is abutted against the intake camshaft 1. The intake camshaft 1 includes a fixing portion 12. The fixing portion 12 has a projection 11 extending toward the front end. The range of the convex angle a is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle a is greater than or equal to 10 degrees and less than or equal to 75 degrees. The calculation of the convex angle α is determined by The engine piston is calculated from top dead center.

The projection angle σ is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.

The side wall of the fixing portion 12 is a circular arc side wall 14, the side wall of the protruding portion 11 is a curved side wall 13 , and the intersection of the circular arc side wall 14 and the curved side wall 13 is a concave curved surface. 15. When the intake camshaft 1 rotates, the concave arc surface 15 and the front end surface of the projection portion 11 are respectively below the end of the rocker arm 4.

Example 8:

Referring to Fig. 8c, and in conjunction with Fig. 2f, on the basis of the seventh embodiment, a boss 42 is further disposed below the end of the rocker arm 4. The corners of the boss 42 are arcuate angles. The side wall of the fixing portion 12 is a circular arc side wall 14. The side wall of the projection 11 is a curved side wall 13. The intersection of the arcuate side wall 14 and the curved side wall 13 is a concave curved surface 15 which is in contact with a corner of the boss 42.

Example 9:

Referring to Figures 8d and 8e, and in conjunction with Figure 2f, an engine structure includes a rocker arm 4. One end of the rocker arm 4 is connected to the fixed end 531 of the intake valve 53, and the other end is provided with a positioning shaft 41. The surface of the rocker arm 4 is provided with a stepped step 43. The corner of the step 43 is a curved angle. The intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projection 11 extending toward the front end. The convex angle (the range of X is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle α is greater than or equal to 10 degrees and less than or equal to 75 degrees, and the convex angle is calculated based on the engine The piston is calculated from the top dead center. The side wall of the fixing portion 12 is a circular arc side wall 14. The side wall of the protruding portion 11 is a curved side wall 13. The circular arc side wall 14 and the curved side wall 13 The intersection is a concave curved surface 15 that abuts against a corner of the step 43.

The projection angle (X is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.

Example 10:

Referring to FIG. 2g and FIG. 2h, the difference from the third embodiment and the sixth embodiment is that the protrusion angle (X is 10 degrees) of the embodiment. The angle of the intake camshaft of the embodiment is different from various structures. Both the rocker arm and the camshaft can be used together, and the working principle is shown in Fig. 3c and Fig. 7a, 7b, 7c.

This type of engine is equipped with electronic fuel injection, and the injector should be placed close to the intake valve. At the beginning of the intake, it is preferable to spray the fuel and suck it into the cylinder when the piston is halfway down the suction. Then, only the air is sucked down to the bottom dead center to complete the inhalation. Since the design is to delay the closing of the intake valve, the piston is turned upside down with the piston to the design requirements. In this process, the air sucked in the rear portion is again discharged from the intake pipe 51, and the mixture gas sucked in the front portion is substantially retained. At this point, close the intake valve. The piston is compressed upward to the top dead center. The design of the combustion chamber is to calculate the compression ratio of this compression process. After the compression, the ignition and combustion work is performed, and the diesel engine is burned and burned. (Ignition time and diesel injection time are the same as the current engine, and the time is advanced). Finally, it is concluded that the volume of the expansion work on the piston is larger than the volume of the air to be compressed, so that the pressure inside the cylinder is more effectively released and the heat loss is reduced. At this time, the exhaust pressure lowers the exhaust pipe and the muffler without being complicated. The use of heat power is good, the engine temperature is lowered, the water channel of the cooling system, the water pump, the water tank, if the cooling water tank fan does not exist, the engine is more compact, lighter, more efficient and fuel efficient, and is an environmentally friendly engine.

The embodiments of the present invention have been described above with reference to the drawings, but the present invention is not limited to the specific embodiments described above, and the specific embodiments described above are merely illustrative and not restrictive. A person skilled in the art can make various forms and modifications without departing from the scope of the invention and the scope of the invention, which is within the scope of the invention.

Claims

Claim

An engine structure, comprising: a tappet (2) having an intake camshaft (1) at a top end of the tappet (2), the intake camshaft (1) comprising a fixing portion (12), The fixing portion (12) extends toward the front end with a protruding portion (11) centered on the center of the fixing portion (12), and the angle at which the protruding portion (11) is opened is the protruding angle α of the intake cam shaft (1) , the convex angle ", the value range is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the convex angle "the value range is greater than or equal to 10 degrees and less than or equal to 75 degrees, the calculation of the convex angle a The basis is calculated from the engine piston at top dead center.

The engine structure according to claim 1, wherein the side wall of the fixing portion (12) is a circular arc side wall (14), and the side wall of the protruding portion (11) is a curved surface. The side wall (13), the intersection of the arc-shaped side wall (14) and the curved side wall (13) is a concave curved surface (15), and the front end of the curved side wall (13) and the protruding portion (11) The face intersection is curved (16).

3. An engine structure, comprising: a tappet (2), an intake camshaft (1) at a top end of the tappet (2), the intake camshaft (1) comprising a fixing portion (12), The fixing portion (12) extends toward the front end with a protruding portion (11) centered on the center of the fixing portion (12), and the angle at which the protruding portion (11) is opened is the protruding angle α of the intake cam shaft (1) , the convex angle ", the value range is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the convex angle "the value range is greater than or equal to 10 degrees and less than or equal to 75 degrees, the calculation of the convex angle a The calculation is based on the engine piston at the top dead center; the top end of the tappet (2) is provided with a stepped table (3), and the side of the intake camshaft (1) abuts against the stepped table (3) )on.

The engine structure according to claim 3, wherein a portion of the upper surface of the stepped table (3) that meets a side thereof is a stepped arc surface (31), and a side of the fixing portion (12) The wall is a circular arc side wall (14), the side wall of the protruding portion (11) is a curved side wall (13), and the circular arc side wall (14) is intersected with the curved side wall (13) The concave curved surface (15), the intersection of the curved side wall (13) and the front end surface of the protruding portion (11) is a curved surface (16), and the concave curved surface (15) and the stepped curved surface (31) The arc surface (16) abuts the top surface of the tappet (2) when the engine is running.

5. An engine structure according to claim 3, characterized in that the interior of the stepped table (3) is hollow.

The engine structure according to claim 3, characterized in that: baffles (32) are arranged on both sides of the stepped table (3), and the baffles (32) are blocked on the intake camshaft (1) On both sides.

7. An engine structure, comprising: a rocker arm (4), the rocker arm (4) is disposed on the set position shaft (41), and one end of the rocker arm (4) is connected to the fixed end of the intake valve (53) (531), the other end is abutted against the intake camshaft (1), the intake camshaft (1) includes a fixing portion (12), and the fixing portion (12) has a protruding portion (11) extending toward the front end to The center of the fixing portion (12) is a center, and the angle at which the protruding portion (11) is opened is a convex angle α of the intake camshaft (1), and the convex angle α ranges from 110 degrees or more to less than or equal to 110 degrees. Equivalent to 170 degrees, or the convex angle ", the value range is greater than or equal to 10 degrees and less than or equal to 75 degrees. The calculation of the convex angle α is calculated from the engine piston at the top dead center.

The engine structure according to claim 7, wherein the side wall of the fixing portion (12) is a circular arc side wall (14), and the side wall of the protruding portion (11) is a curved surface. The side wall (13), the intersection of the arc-shaped side wall (14) and the curved side wall (13) is a curved surface (15), when the intake camshaft (1) rotates, the curved surface (15) and The front end faces of the projections (11) respectively abut against the lower ends of the rocker arms (4).

The engine structure according to claim 7, wherein a boss (42) is further disposed below the end of the rocker arm (4), and a corner of the boss (42) is a curved surface angle. The side wall of the fixing portion (12) is a circular arc side wall (14), and the side wall of the protruding portion (11) is a curved side wall (13), and the circular arc side wall (14) is The intersection of the curved side wall (13) is a concave curved surface (15) which touches a corner of the boss (42).

10. An engine structure, comprising: a rocker arm (4), one end of the rocker arm (4) connected to the fixed end (531) of the intake valve (53), and the other end is provided with a positioning shaft (41) The surface of the rocker arm (4) is provided with a stepped step (43), the corner of the stepped step (43) is a curved surface angle, and the intake camshaft (1) comprises a fixing portion (12) and a fixing portion ( 12) extending to the front end with a protrusion (11) centered on the center of the fixing portion (12), and the angle at which the protrusion (11) is opened is the protrusion angle α of the intake camshaft (1), The convex angle α ranges from 110 degrees or more to 170 degrees or less, or the convex angle ranges from 10 degrees or more to less than or equal to 75 degrees. The calculation of the convex angle ex is based on the engine. The piston is calculated from the top dead center; the side wall of the fixing portion (12) is a circular arc side wall (14), and the side wall of the protruding portion (11) is a curved side wall (13), a circle The intersection of the curved side wall (14) and the curved side wall (13) is a curved surface (15), and the concave curved surface (15) is in contact with a corner of the stepped step (43).