Numerical control system of numerical control internal combustion engine and numerical control internal combustion engine

Abstract

The invention provides a numerical control system of a numerical control internal combustion engine. An air inlet control unit is used for controlling opening and closing degrees of an air inlet channel and an air cylinder air inlet; the exhaust control unit is used for controlling opening and closing degrees of the exhaust passage and the cylinder exhaust port; the fuel supply control unit is used for controlling the opening and closing degrees of the fuel supply channel and the cylinder fuel supply port; the data monitoring unit is used for monitoring and acquiring working state parameters of the internal combustion engine; the control strategy table is used for storing working state parameters of the internal combustion engine and corresponding control strategies; the ECU control unit is used for controlling the air inlet control unit, the exhaust control unit and the fuel supply control unit to work according to the monitored working state of the internal combustion engine and corresponding control strategies. According to the invention, the intake valve and the exhaust valve are arranged to be planar sliding blocks, the track of the valve is not limited by the position of the piston, the control of the overlapping time of the valve is enhanced, and the intake valve and the exhaust valve can be subjected to better coordination control according to the working condition detection information of the internal combustion engine and the corresponding control strategy table.

Description

Technical Field

[0001] The present invention relates to the field of internal combustion engines, and particularly to a numerical control system and a numerically controlled internal combustion engine for an internal combustion engine. Background Art

[0002] At present, the intake and exhaust valves of an internal combustion engine are designed with conical surface seals, and the control of their opening and closing processes is controlled by the shape of the corresponding cams on the camshaft. When the internal combustion engine is installed, the crankshaft and the camshaft are linked through a "timing" mechanism, such as a gear train, a timing belt, a chain, etc. The crankshaft drives the camshaft to rotate. The convex part of the cam on the camshaft drives the tappet and the push rod to move upward. The push rod pushes the rocker arm, and the rocker arm swings to press the valve downward to move, and the valve opens; after the cam rotates past the top dead center, the tappet and the push rod move downward, and the valve moves upward under the combined control of the valve spring and the cam movement to close; when the cam rotates to the position where the tappet is combined with the base element part, the rocker arm and the top of the valve are in a clearance state, and the valve is in the closed state under the action of the spring.

[0003] The professional term "valve overlap angle" of an internal combustion engine refers to the situation where when the piston approaches the top dead center during the exhaust stroke and the exhaust valve has not been fully closed, the intake valve opens in advance. After the piston reaches the top dead center and is driven by the crankshaft to move downward, the exhaust valve continues to move upward until it closes, and the intake valve continues to move downward until it is fully opened. The rotation angle of the camshaft corresponding to the time when the intake and exhaust valves in the same cylinder are opened simultaneously is called the "valve overlap angle". The design purpose is to use the fresh air before the fuel is injected to "sweep out" the exhaust gas that has not been discharged from the cylinder as much as possible during the conversion process between the "exhaust stroke" in which the piston moves upward to discharge the burned exhaust gas from the cylinder and the "intake stroke" in which the piston moves downward to suck fresh air or a mixture of fresh air and fuel into the cylinder.

[0004] The control of the intake and exhaust valves by the camshaft has the following disadvantages:

[0005] 1. The operating state of the internal combustion engine corresponding to "valve overlap" is the process of the piston moving upward and downward at the upper end of the cylinder liner. The intake valve moves downward to open, and the exhaust valve moves upward to close. Due to the limitation of the "compression ratio" design of the internal combustion engine, this space is limited (the total thickness of the cylinder gasket, the valve sinking amount, and the piston top clearance is about less than 2.5 mm). At the same time, it is necessary to prevent interference between the intake and exhaust valves and the piston top. Due to the limited design space, it is difficult to achieve the design purpose of "discharging the exhaust gas in the cylinder as much as possible". As a remedial measure, the prior art designs to increase the number of valves in one cylinder from two (one intake and one exhaust) to four (two intakes and two exhausts), and increase the camshaft convexity to achieve that when the piston moves downward, the exhaust valve moves downward again to open and then close, etc. These measures have a certain effect, but they are still affected by the mechanical structure and design space and cannot completely achieve the design purpose.

[0006] 2. Wear of the camshaft protrusions and an increase in the clearance between the rocker arm and the end of the valve stem can both cause the valve to open late and close early, as well as the maximum opening of the valve, and also make the "valve overlap angle" smaller.

[0007] 3. When parameters such as the operating speed and intake pressure of the internal combustion engine change, different requirements are imposed on the "valve overlap angle". After the mechanical structure of the protrusions on the camshaft is formed, it cannot meet such dynamic control requirements.

[0008] The above technical defects have the following effects on the performance of the internal combustion engine:

[0009] 1. The excessive residual amount of combustion exhaust gas in the cylinder directly affects the temperature of the inhaled air or mixed gas after it enters the cylinder, thereby affecting the intake volume of the gas, reducing the effective combustion amount in the power stroke of the internal combustion engine, and thus reducing the effective output power of the internal combustion engine.

[0010] 2. The excessive residual amount of combustion exhaust gas in the cylinder causes the temperature to increase during fuel combustion. The high-temperature combustion of the fuel easily generates nitrogen compounds, increasing the difficulty of treating the exhaust gas of the internal combustion engine.

[0011] 3. The high-temperature combustion of the fuel increases the temperature of the exhaust gas after combustion, thereby increasing the temperature of the coolant and lubricating oil of the internal combustion engine, as well as the temperature of the exhaust pipe and the supercharger, seriously affecting the reliability of the internal combustion engine. Currently, for many highly supercharged internal combustion engines, changing the exhaust pipe connection screws to heat-resistant steel, installing a heat insulation layer on the outer surface of the exhaust pipe, and changing the exhaust pipe material to high-temperature resistant alloy cast iron, etc., are all to cope with the adverse consequences of high exhaust temperature. Summary of the Invention

[0012] In order to solve the problems existing in the background technology, the present invention proposes a numerical control system for a numerical control internal combustion engine and a numerical control internal combustion engine.

[0013] A numerical control system for a numerical control internal combustion engine includes:

[0014] An intake control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the intake passage and the cylinder intake port;

[0015] An exhaust control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the exhaust passage and the cylinder exhaust port;

[0016] A fuel supply control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the fuel supply passage and the cylinder fuel supply port;

[0017] A data monitoring unit configured to be connected to the ECU control unit and used to monitor and obtain the operating state parameters of the internal combustion engine;

[0018] The control strategy table is configured to connect to the ECU control unit and is used to store the operating state parameters of the internal combustion engine and the corresponding control strategies.

[0019] The ECU control unit is configured to connect to the data monitoring unit and the control strategy table and respectively control the connected intake control unit, exhaust control unit, and fuel supply control unit. It is used to respectively control the operations of the intake control unit, exhaust control unit, and fuel supply control unit according to the monitored operating state of the internal combustion engine and the corresponding control strategies.

[0020] Based on the above, the intake control unit and the exhaust control unit respectively include a driving mechanism and an adjusting mechanism. The ECU control unit is electrically connected to the driving mechanism, and the driving mechanism is drivingly connected to the adjusting mechanism; the adjusting mechanism is arranged between the intake passage and the intake port or between the exhaust passage and the exhaust port.

[0021] Based on the above, the adjusting mechanism includes a sealing groove and a slider. The sealing groove is arranged between the intake passage and the intake port or between the exhaust passage and the exhaust port, and the slider is slidably arranged in the sealing groove. The driving mechanism is drivingly connected to the slider and adjusts the opening and closing of the intake port or the exhaust port through the slider.

[0022] Based on the above, the driving mechanism includes a stepper motor, a rotating shaft, a swing block, a fork, and a pull rod. The ECU control unit is connected to the stepper motor, the stepper motor is drivingly connected to the rotating shaft through a gear, the swing block is arranged on the rotating shaft, the fork is arranged on the swing block, and the fork is drivingly connected to the slider through the pull rod.

[0023] Based on the above, the end of the intake valve slider is provided with a semi-circular concave surface, and a semi-circular convex surface is correspondingly arranged in the chute.

[0024] Based on the above, the end of the intake valve slider is provided with a block end inclined surface, and a reverse inclined surface part is correspondingly arranged in the chute.

[0025] Based on the above, the fuel supply control unit is a solenoid valve. The solenoid valve is respectively connected to the fuel supply channel and the fuel injector, and the ECU control unit is connected to the solenoid valve.

[0026] Based on the above, the data monitoring unit includes an intake valve position sensor, an exhaust valve position sensor, a crankshaft position sensor, a flywheel speed sensor, an electronic throttle sensor, an intake pressure sensor, an intake temperature sensor, and a fuel pressure sensor. The ECU control unit is respectively electrically connected to the intake valve position sensor, the exhaust valve position sensor, the crankshaft position sensor, the flywheel speed sensor, the electronic throttle sensor, the intake pressure sensor, the intake temperature sensor, and the fuel pressure sensor.

[0027] A bypass pressure relief valve and a bypass pressure relief hole for connecting the exhaust port and the exhaust passage are provided on the exhaust valve slider. The bypass pressure relief valve includes a pressure relief valve body, a wire, and an electromagnet pull rod. The electromagnet pull rod is connected to the pressure relief valve body through the wire. A valve groove is provided on the exhaust valve slider. One end of the valve groove communicates with the bypass pressure relief hole. A wire through hole communicating with the other end of the valve groove is provided on the side of the exhaust valve slider facing the pull rod. The pressure relief valve body is slidably arranged in the valve groove through a spring.

[0028] A numerically controlled internal combustion engine includes an internal combustion engine numerical control system, and the internal combustion engine numerical control system is the numerical control system of any one of the above-mentioned numerically controlled internal combustion engines.

[0029] The present invention has outstanding substantial features and remarkable progress compared with the prior art. Specifically:

[0030] 1. By setting the intake valve and the exhaust valve as flat sliders and canceling components such as the camshaft, tappet, push rod rocker arm, and conical surface valve of the traditional internal combustion engine, the structural design of components such as the cylinder block and cylinder head is simplified.

[0031] 2. The valve trajectory is not restricted by the piston position, enhancing the control of the valve overlap time. The flat valve design can change the opening size of the valve port from fully closed to fully open arbitrarily. Therefore, with a reasonable size of the valve port area, the multi-valve effect of the traditional conical surface type can be achieved.

[0032] 3. Obtain and configure the control strategy table of the optimal control strategy through the bench test of the numerically controlled internal combustion engine. According to the internal combustion engine working condition detection information and the corresponding control strategy table, perform better coordinated control on the intake valve and the exhaust valve, so as to achieve the best combustion effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 is the structural schematic block diagram of the present invention.

[0034] Figure 2 is the structural schematic diagram of the intake valve slider of the present invention in the fully open state.

[0035] Figure 3 is the structural schematic diagram of the intake valve slider of the present invention in the fully closed state.

[0036] Figure 4 is the side sectional structural schematic diagram of the intake valve slider of the present invention.

[0037] Figure 5 is the structural schematic diagram of the drive mechanism of the present invention.

[0038] Figure 6 is the structural schematic diagram of the bypass pressure relief valve of the present invention.

[0039] Figure 7 is the present inventionFigure 6 Schematic diagram of the enlarged structure at position A in the [specific context].

[0040] In the figure: 1. Tie rod; 2. Sealing groove; 3. Slide block; 4. Air inlet; 5. Semi-circular convex surface; 6. Block end inclined surface; 7. Thrust bearing; 8. Floating sealing strip; 9. Stepper motor; 10. Swing block; 11. Rotating shaft; 12. Fork; 13. Spring; 14. Bypass pressure relief hole; 15. Valve body; 16. Electromagnet tie rod; 17. Pull wire; 18. Valve groove. Specific implementation manner

[0041] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0042] As Figure 1 shown, a numerical control system for a numerical control internal combustion engine includes: an intake control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the intake passage and the cylinder intake port; an exhaust control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the exhaust passage and the cylinder exhaust port; a fuel supply control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the fuel supply passage and the cylinder fuel supply port; a data monitoring unit configured to be connected to the ECU control unit and used to monitor and obtain the working state parameters of the internal combustion engine; a control strategy table configured to be connected to the ECU control unit and used to store the working state parameters of the internal combustion engine and the corresponding control strategies; and an ECU control unit configured to be connected to the data monitoring unit and the control strategy table and respectively control the connection to the intake control unit, the exhaust control unit, and the fuel supply control unit, and used to respectively control the intake control unit, the exhaust control unit, and the fuel supply control unit according to the monitored working state of the internal combustion engine and the corresponding control strategies.

[0043] In reality, through bench tests, the action coordination relationship for achieving the optimal combustion state of the numerical control internal combustion engine among the intake valve, exhaust valve, and fuel supply control system in different working states of the numerical control internal combustion engine is determined. After simulating this coordination relationship in segments, it is written as a control strategy table into the dedicated control system of the internal combustion engine, that is, the ECU control unit. When the numerical control internal combustion engine is working, the ECU control unit selects the corresponding control strategy according to the state parameters of the numerical control internal combustion engine transmitted back by the data monitoring unit, and controls the intake valve, exhaust valve, and fuel supply control system to act according to the optimal state during the bench test of the numerical control internal combustion engine, and cooperate with each other in a specific working state of the numerical control internal combustion engine to achieve the optimal combustion environment of the numerical control internal combustion engine under this working condition, thereby completing the best working state of the numerical control internal combustion engine.

[0044] The intake control unit and the exhaust control unit are servo control devices for the intake valve control system and the exhaust valve control system, respectively. Their functions are to control the movement trajectory of the intake valve and the movement trajectory of the exhaust valve when the numerically controlled internal combustion engine is working. The fuel supply control unit is a servo control device for the fuel supply control system. When the numerically controlled internal combustion engine is working, it controls the injection time, number of times, and injection volume of the fuel. In this embodiment, the fuel supply control unit is a solenoid valve. The solenoid valve is respectively connected to the fuel supply channel and the fuel injector, and the ECU control unit is connected to the solenoid valve for control.

[0045] In reality, due to the complex structure and action lag of the solenoid valve, it is difficult to directly use the solenoid valve to meet the valve control requirements. In addition, since the temperature at the intake and exhaust ports is relatively high, when using the solenoid valve for control, the quality requirements for the solenoid valve are relatively high, resulting in a very high cost. Therefore, it is not suitable to use the solenoid valve for the opening and closing control of the intake and exhaust ports. In this embodiment, the intake control unit and the exhaust control unit respectively include a driving mechanism and an adjusting mechanism. The ECU control unit is electrically connected to the driving mechanism for control, and the driving mechanism is drivingly connected to the adjusting mechanism. The adjusting mechanism is arranged between the intake passage and the intake port 4 or between the exhaust passage and the exhaust port. The adjusting mechanism includes a sealing groove 2 and a slider 3. The sealing groove 2 is arranged between the intake passage and the intake port 4 or between the exhaust passage and the exhaust port. The slider 3 is slidably arranged in the sealing groove 2. The driving mechanism is drivingly connected to the slider 3 and adjusts the opening and closing of the intake port 4 or the exhaust port through the slider. The driving mechanism includes a stepping motor 9, a rotating shaft 11, a swing block 10, a fork 12, and a pull rod 1. The ECU control unit is connected to the stepping motor 9 for control. The stepping motor 9 is drivingly connected to the rotating shaft 11 through a gear. The swing block 10 is arranged on the rotating shaft 11. The fork 12 is arranged on the swing block 10. The fork 12 is drivingly connected to the slider through the pull rod 1. When the stepping motor 9 works, it drives the rotating shaft 11 to rotate through the gear. The rotating shaft 11 drives the fork 12 to swing through the swing block 10. A through hole is provided on the pull rod 1, and the fork 12 is movably inserted into the through hole, so that the fork 12 drives the pull rod 1 to displace when it swings. The pull rod 1 is L-shaped. The pull rod 1 is inserted into the sliding groove and connected to the rear end of the slider, so that the pull rod 1 drives the slider (i.e., the intake valve / exhaust valve) to move in the sealing groove 2, realizing the opening and closing of the intake port 4 or the exhaust port.

[0046] To accelerate the opening speed of the intake valve, a semi-circular concave surface is provided at the end of the slider 3, and a corresponding semi-circular convex surface 5 is provided in the chute. During the compression stroke and the power stroke of the numerically controlled internal combustion engine, the high-pressure gas in the combustion chamber and the cylinder will form a squeezing force on the intake valve. To overcome this pressure, a thrust bearing 7 and a floating sealing strip 8 are provided on the chute above the intake valve. The function is to ensure that the slider always fits on the bottom sliding plane of the chute, thereby playing a sealing role. The front part of the intake valve slider 3 is designed as an inclined plane at a certain angle, that is, the block end inclined plane 6, and the intake valve sealing groove 2 is also designed as a corresponding inclined plane, that is, the anti-inclined surface part, so as to increase the sealing performance and anti-extrusion ability of the valve.

[0047] Preferably, a bypass pressure relief valve and a bypass pressure relief hole 14 for connecting the exhaust port and the exhaust passage are provided on the exhaust valve slider. Under normal conditions, the bypass pressure relief valve blocks the bypass pressure relief hole 14. When the control system accidentally loses power and the exhaust valve is in the closed state, etc., the bypass pressure relief valve is opened for pressure relief. In this embodiment, the bypass pressure relief valve includes a pressure relief valve body 15, a wire 17 and an electromagnet pull rod 16. The electromagnet pull rod 16 is connected to the same power supply as the numerical control system (the electromagnet pull rod is a power-off protection device, which moves when powered off, that is, the free telescopic end contracts and the free telescopic end releases when powered on). The electromagnet pull rod 16 is connected to the pressure relief valve body 15 through the wire 17. A valve groove 18 is provided on the exhaust valve slider. One end of the valve groove 18 communicates with the bypass pressure relief hole 14. A wire through hole communicating with the other end of the valve groove 18 is provided on the side of the exhaust valve slider facing the pull rod. The pressure relief valve body 15 is slidably arranged in the valve groove 18 through a spring 13. As Figure 6 and Figure 7 shown, under normal conditions, the pressure relief valve body 15 blocks the bypass pressure relief hole 14 under the action of the spring 13. At this time, the electromagnet pull rod 16 does not work (the free telescopic end is in the released and extended state); when powered off, when the electromagnet pull rod 16 works and pulls the wire 17, the wire 17 drives the pressure relief valve body 15 to move and compress the spring 13. At this time, the bypass pressure relief hole 14 is opened and the cylinder exhaust port is connected to the exhaust passage, so as to carry out pressure relief.

[0048] The data monitoring unit includes an intake valve position sensor, an exhaust valve position sensor, a crankshaft position sensor, a flywheel speed sensor, an electronic throttle sensor, an intake pressure sensor, an intake temperature sensor, and a fuel pressure sensor. The ECU control unit is electrically connected to the intake valve position sensor, the exhaust valve position sensor, the crankshaft position sensor, the flywheel speed sensor, the electronic throttle sensor, the intake pressure sensor, the intake temperature sensor, and the fuel pressure sensor respectively. The intake valve position sensor is used to detect the position of the intake valve, and the exhaust valve position sensor is used to detect the position of the exhaust valve, so as to realize the detection of the opening degrees of the intake valve and the exhaust valve, which can be realized by detecting the shaft position of the stepping motor 9 in reality. The crankshaft position sensor is used to detect the crankshaft position, so as to realize the detection of the piston position. The flywheel speed sensor is used to detect the flywheel speed, and the electronic throttle sensor is used to detect the driving state information of the electronic throttle. In reality, there generally also include an intake pressure sensor, an intake temperature sensor, and a fuel pressure sensor, whose function is to control the fuel injection quantity according to the measured signals to prevent excessive fuel injection from causing incomplete combustion and resulting in phenomena such as the internal combustion engine emitting smoke.

[0049] Working process:

[0050] When a numerically controlled internal combustion engine pre-starts, the crankshaft position sensor transmits the initial crankshaft position signal to the ECU control unit of the numerically controlled internal combustion engine. According to the crankshaft position signal, the ECU control unit controls the intake valve and the exhaust valve respectively to complete the reset correction of the valve position. When the numerically controlled internal combustion engine starts, the starting motor in the starting device drives the flywheel to rotate after the starting motor gear meshes with the flywheel component in the crankshaft component under the control of the power switch. At the same time, the crankshaft position sensor continuously transmits signals such as the crankshaft position and speed to the ECU control unit. The ECU control unit synthesizes various other signals such as the action information of the electronic throttle, and controls the stepping motor 9 of the intake valve, the stepping motor 9 of the exhaust valve, and the fuel supply solenoid valve according to the control strategy table. The valves and fuel injection coordinate with the crankshaft speed to complete the valve timing and fuel supply time required for the start of the numerically controlled internal combustion engine, and realize the smooth start of the numerically controlled internal combustion engine. After the start is completed, the starting motor in the starting device is powered off, and the starting motor gear is separated from the flywheel component in the crankshaft component and stops rotating. After the numerically controlled internal combustion engine starts and operates normally, with the change of the working condition of the numerically controlled internal combustion engine and the change of the opening of the electronic throttle, the ECU control unit continuously synthesizes various other signals, continuously controls the intake valve, the exhaust valve and the fuel supply solenoid valve, and dynamically corrects the valve timing and fuel supply time required for the operation of the numerically controlled internal combustion engine to complete the continuous operation of the numerically controlled internal combustion engine. When the numerically controlled internal combustion engine fails to start or needs to shut down, according to the fuel cut-off and shutdown instruction received by the ECU control unit, the ECU control unit controls the intake valve and the exhaust valve to stop moving. At this time, the bypass pressure relief valve is opened for pressure relief, and at the same time, the fuel supply is stopped. The intake valve, the exhaust valve and the fuel supply solenoid valve no longer have any actions, and the crankshaft component continues to rotate under the action of rotational inertia until it finally stops moving, completing the shutdown of the numerically controlled internal combustion engine. When the numerically controlled internal combustion engine suddenly has a power failure fault, the intake valve and the exhaust valve are forcibly controlled to stop and maintain their current action states, and the bypass pressure relief valve is opened to ensure that the crankshaft component of the numerically controlled internal combustion engine continues to rotate until it finally stops moving after completing the possible incomplete exhaust stroke under the action of rotational inertia; when the numerically controlled internal combustion engine encounters a sudden excessive load, the ECU control unit issues a shutdown instruction according to the signal feedback to complete the protective shutdown of the numerically controlled internal combustion engine.

[0051] After the power stroke of the numerically controlled internal combustion engine is completed, the crankshaft component drives the piston to move upward along the cylinder liner from the bottom dead center by torsional inertia to perform the exhaust stroke, compressing the burned exhaust gas in the cylinder. The exhaust valve opens, and the exhaust gas is discharged from the internal combustion engine through the exhaust passage, etc. When the piston approaches the top dead center, the ECU control unit selects the corresponding segment of the analog control strategy based on the signals transmitted back by the position and speed sensors of the crankshaft component, combined with the signals transmitted back by other sensors, and controls the intake valve to open according to the optimized trajectory during the bench test. The air in the intake passage enters the cylinder. After the piston reaches the top dead center, the crankshaft component drives the piston to turn and move downward from the top dead center by torsional inertia. The ECU control unit controls the exhaust valve to remain open according to the transmitted signals and the control strategy. The air entering the intake passage quickly reduces the temperature of the residual gas at the top of the cylinder, and then reduces the pressure of the residual gas, facilitating the gas to be pushed out of the cylinder. Subsequently, the air entering the cylinder flows along the surface of the combustion chamber at the top of the piston under the drive of the exhaust gas flow to the exhaust passage, completing the cleaning of the exhaust gas in the cylinder and completing the exhaust stroke.

[0052] For a compression-ignition numerically controlled internal combustion engine, the piston continues to move downward under the inertia of the crankshaft component. The ECU control unit controls the exhaust valve to close according to the transmitted signals. The piston continues to move downward to the bottom dead center, sucking air into the cylinder to complete the intake stroke of the numerically controlled internal combustion engine. The piston turns and moves upward under the inertia of the crankshaft component. The ECU control unit controls the intake valve to remain open for a certain period of time and then close according to the transmitted signals and the control strategy, making full use of the flow inertia of the intake air flow to maximize the amount of air entering the cylinder. The piston continues to move upward to the top dead center under the inertia of the crankshaft component to complete the compression stroke of the numerically controlled internal combustion engine. When the piston approaches the top dead center, the ECU control unit injects fuel into the combustion chamber in batches according to the transmitted signals and the control strategy. The fuel burns with the compressed gas, and the generated energy drives the piston to move downward, driving the crankshaft component to rotate through the piston connecting rod component to complete the power stroke of the numerically controlled internal combustion engine.

[0053] For a spark-ignition numerically controlled internal combustion engine, during the intake stroke, after the ECU control unit controls the exhaust valve to close, it controls the fuel supply to inject fuel into the intake passage or the cylinder of the numerically controlled internal combustion engine to form a mixture gas. When the compression stroke is about to end, the ECU control unit controls the spark plug to ignite the mixture gas to start the power stroke. Other working processes are the same as those of the compression-ignition numerically controlled internal combustion engine.

[0054] As can be seen from the above various states of the numerically controlled diesel engine, when the numerically controlled diesel engine is stationary (the ECU control unit is powered off), the positions of the intake valves and exhaust valves of each cylinder do not interfere with the piston position. At the same time, if the exhaust valve happens to be in the closed state, the bypass pressure relief valve is opened and the fuel supply is stopped. At this time, when the crankshaft component is rotated by an external force, no cylinder forms a seal, which can meet the gas pressure relief when the crankshaft rotates slowly and reduce the external force required to rotate the crankshaft. When the numerically controlled diesel engine is pre-started, in the powered-on state, the ECU control unit controls the positions of the intake valves and exhaust valves of each cylinder to reset through the feedback of the crankshaft position signal to make preparations for starting. When the numerically controlled diesel engine is starting or working, the ECU control unit dynamically optimizes the control of the intake valves, exhaust valves and fuel supply according to signals such as the electronic throttle opening to complete the dynamic control working process of the numerically controlled diesel engine.

[0055] A numerically controlled internal combustion engine includes an internal combustion engine numerical control system, and the internal combustion engine numerical control system is the numerical control system of any one of the above-mentioned numerically controlled internal combustion engines.

[0056] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention. Any reference signs in the claims should not be regarded as limiting the claims involved.

Claims

1. A numerical control system for a numerically controlled internal combustion engine, characterized in that: include: An intake control unit, configured to be connected to the ECU control unit, for controlling the opening and closing degree of the intake duct and the cylinder intake port; An exhaust control unit, configured to be connected to the ECU control unit, for controlling the opening and closing degree of the exhaust passage and the cylinder exhaust port; A fuel supply control unit configured to be connected to the ECU control unit and used to control the opening and closing degree of the fuel supply passage and the cylinder fuel supply port; A data monitoring unit, configured to be connected to the ECU control unit, for monitoring and obtaining working state parameters of the internal combustion engine; A control strategy table, configured to be connected to the ECU control unit, for storing the internal combustion engine operating state parameters and the corresponding control strategy; The ECU control unit is configured to connect to the data monitoring unit and the control strategy table and respectively control the connection of the intake control unit, the exhaust control unit and the fuel supply control unit, and is used to control the operation of the intake control unit, the exhaust control unit and the fuel supply control unit according to the monitored working state of the internal combustion engine and the corresponding control strategy.

2. The numerical control system for a numerically controlled internal combustion engine according to claim 1, characterized in that: The intake control unit and the exhaust control unit include a driving mechanism and a regulating mechanism respectively. The ECU control unit electrically controls the driving mechanism, and the driving mechanism drives the regulating mechanism. The regulating mechanism is arranged between the intake duct and the intake port or between the exhaust duct and the exhaust port.

3. The numerical control system of the numerically controlled internal combustion engine according to claim 2, characterized in that: The regulating mechanism comprises a sealing groove and a slider. The sealing groove is arranged between the air inlet duct and the air inlet port or between the exhaust duct and the exhaust port. The slider is slidably arranged in the sealing groove. The driving mechanism drives the connected slider and adjusts the opening and closing of the air inlet port or the exhaust port through the slider.

4. The numerical control system for a numerically controlled internal combustion engine according to claim 3, characterized in that: The driving mechanism includes a stepper motor, a rotating shaft, a swing block, a shift fork and a pull rod. The ECU control unit controls the stepper motor, the stepper motor is connected to the rotating shaft through a gear drive, the swing block is arranged on the rotating shaft, the shift fork is arranged on the swing block, and the shift fork is connected to the slider through a pull rod drive.

5. The numerical control system for a numerically controlled internal combustion engine according to claim 3, characterized in that: The end of the intake valve slider is provided with a semicircular concave surface, and the slide groove is correspondingly provided with a semicircular convex surface.

6. The numerical control system for a numerically controlled internal combustion engine according to claim 3, characterized in that: The end of the intake valve slider is provided with a block end inclined surface, and a reverse inclined surface portion is correspondingly provided in the slide groove.

7. The numerical control system for a numerically controlled internal combustion engine according to claim 1, characterized in that: The fuel supply control unit is a solenoid valve, which is connected to the fuel supply channel and the fuel injector respectively, and the ECU control unit controls the connected solenoid valve.

8. The numerical control system for a numerically controlled internal combustion engine according to claim 1, characterized in that: The data monitoring unit includes an intake valve position sensor, an exhaust valve position sensor, a crankshaft position sensor, a flywheel speed sensor, an electronic throttle sensor, an intake pressure sensor, an intake temperature sensor and a fuel pressure sensor. The ECU control unit is electrically connected to the intake valve position sensor, the exhaust valve position sensor, the crankshaft position sensor, the flywheel speed sensor, the electronic throttle sensor, the intake pressure sensor, the intake temperature sensor and the fuel pressure sensor, respectively.

9. The numerical control system for a numerically controlled internal combustion engine according to claim 5, characterized in that: A bypass pressure relief valve and a bypass pressure relief hole for connecting the exhaust port and the exhaust duct are provided on the exhaust valve slider, the bypass pressure relief valve includes a pressure relief valve body, a pull wire and an electromagnet pull rod, the electromagnet pull rod is connected to the pressure relief valve body through the pull wire; a valve slot is provided on the exhaust valve slider, one end of the valve slot is connected to the bypass pressure relief hole, and a pull wire through hole connected to the other end of the valve slot is provided on the side of the exhaust valve slider facing the pull rod, and the pressure relief valve body is slidably arranged in the valve slot by a spring.

10. A numerically controlled internal combustion engine, comprising an internal combustion engine numerical control system, characterized in that: The internal combustion engine numerical control system is a numerical control system of a numerically controlled internal combustion engine as described in any one of claims 1-9.

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