WO2008074250A1 - An inner circulation secondary-combustion engine - Google Patents

Abstract

An inner circulation secondary-combustion engine comprises torque detecting system, gas distribution system, secondary combustion controlling system, and controlling system of vehicle automatic stalling cylinder on the engine; the torque detecting element of the torque detecting system is fixed on the same power outputting shaft between the engine clutch (1-5) and the transmission; the gas distribution system comprises the gas inlet pipeline, the first discharging pipeline, the second discharging pipeline, and the waste gas cycling pipeline on the top surface of the engine.

Description

 Internal circulation secondary combustion engine

 The present invention relates to an engine, and more particularly to a reciprocating piston internal combustion engine.

Background technique

 The reciprocating piston internal combustion engine is a widely used energy conversion and power equipment. It is widely used in vehicles such as automobiles, trains, ships and other military equipment such as tanks, armored vehicles, warships, and engineering machinery and processing machinery used in industrial production.

 According to research data, when the car is running at a heavy truck, accelerating, accelerating, uphill and full load, the engine is working under maximum or large load, and the remaining 80% is working under partial load. The actual operating power is only the maximum engine. 30% to 50% of power.

 Similarly, other vehicles or equipment that employ a reciprocating piston internal combustion engine also have problems in that the power used is much lower than the maximum power of the engine.

Summary of the invention

 The object of the present invention is to solve the problem of "large horse-drawn trolley" existing in the existing reciprocating piston internal combustion engine, low energy utilization rate and waste of energy, and to provide an automatic detection of resistance torque (load) change, and automatically according to the change thereof. The cylinder is deactivated, and the engine that balances the output torque (power) and the resistance torque (load) at any time under various working conditions is implemented, and the invention can realize the self-control power on-demand output of the engine, and the secondary combustion in the exhaust machine Power purification, reducing the excessive power reserve waste of the engine, enabling the engine to achieve the lowest fuel consumption and minimum pollution emissions in external characteristics under various working conditions.

 The object of the present invention is achieved by the following technical solutions:

 The self-control power on-demand output exhaust gas internal circulation secondary combustion engine includes an engine oil pan 1 to 4 disposed at a lower portion of the body, and a main combustion chamber i_@ disposed in the cylinder is disposed on a wall of the main combustion chamber ι_@ a main combustion chamber injector or spark plug ι_@, and a clutch 1 and an intake and exhaust system, a combustion system disposed on the body, and the engine body is further provided with a torque detecting system and a gas distribution system connected thereto, a secondary combustion control system and an on-vehicle automatic stop cylinder control system, the combustion system further comprising a secondary combustion system coupled to the gas distribution system;

 The torque detecting component of the torque detecting system is mounted on the same power output shaft between the engine clutch 1-© and the transmission;

The gas distribution system includes an intake duct disposed on the top surface of the engine, a first exhaust duct, and a second exhaust duct Road and exhaust gas circulation pipeline;

 The secondary combustion system includes a turbulent combustion system and an oxidative combustion system, and the turbulent combustion system includes a turbulent combustion chamber ι-@ disposed on the cylinder head to communicate with the main combustion chamber 1 _@, and a spoiler ι-@ a turbulent combustion valve mechanism for exhaust gas, and an oxidative combustion system including a secondary air injector; the torque detection system divides each cylinder of the engine into a normal working master cylinder and performs the exhaust gas twice according to the detected load torque variation The auxiliary combustion cylinder of the combustion controls the switching of the pipeline opening and closing of the gas distribution system, so that the cylinder generates the cylinder deactivation cylinder to realize the main combustion and the secondary combustion of the cylinder.

 A further technical solution is that the secondary combustion control system includes an exhaust gas circulation secondary air oxidation combustion gas distribution control system, a secondary air injection timing spark plug ignition system control system, and a secondary air injection timing injection ignition system control system. System, exhaust gas circulation spoiler combustion gas distribution control system, spoiler gas distribution preparation low pressure gas switching control system, mixed gas turbulent flow combustion spark plug ignition timing control system, pure air spoiler combustion injection ignition timing control system;

 The in-vehicle automatic stop cylinder control system includes an on-board gasoline engine automatic stop cylinder control system or an on-board diesel engine automatic stop cylinder control system.

 A further technical solution is that the torque detecting system includes a torque 1-1 as a torque detecting element and a torque information transmitter 1-2 connected thereto, a cylinder stop adjuster, a torque 1-1, and a torque The information transmitter 1-2 is integrated with the circulating waste water cooler 1-3 of the gas distribution system;

The structure of the torque device 1-1 is: at the combination of the clutches 1 - 5 and the transmission, a replica drive shaft 3-1 is mounted, and the tail is spline-coupled with a torque transmission disc 3-©, the torque transmission disc 3 - @Edge, with rivet lock structure, with disconnected torque transmission sleeve - 3, split torque drive sleeve 3 - © radial 180° The chute hole is composed of a disassembled torque transmission sleeve 3-@, a torque transmission disc 3-@, a replica drive shaft 3-1, and an integral transmission structure; in the center jack of the torque transmission disc 3-@, the installation is Spline spindle 3-6, spline spindle 3-6 has a replaceable coupling spline inner socket 3-7 for the first shaft of the matched transmission, spline spindle 3-6 front axle shoulder, Mounted with spring and follower spring support seat 3- @, spline spindle 3-6 central outer spline, mounted with axially movable ring grooved spline sleeve 3- @, ring grooved spline The 3-@ is equipped with a precision compression spring 3- ©, one end of the spring is embedded in the ring-shaped card slot of the spring bearing seat 3- ©, and the other end is embedded in the positioning ring 3-Θ. The pre-tightening force is adjusted by the screw 3- ©, the ring groove and the positioning ring 3-Θ are used as replacement parts for the change of the diameter of the spring wire. The outer wall of the ring-shaped spline sleeve 3-© has a radial surface of 180°. Pin short axis 3- @一一个,pin pin short axis 3 @安 inserted in the open torque In the 45° chute hole of the transmission sleeve 3-©, the pin short shaft 3-@, the ring groove spline sleeve 3-©, the precision compression spring 3-@, the spring bearing seat 3-@, the spline spindle 3-6 constitutes the follower and follower structure; the pin short axis 3- @ has a pin 3-@, inserted in the open guide tube 3- @ inner wall ring groove 3-@, disassembled guide tube 3- @ outer wall and torque information transmitter drive block 3- @ connection, driven by torque information transmitter block 3-@, disassembled guide cylinder 3-@, pin 3-@ composition follow-up structure; torque device 1 -1 integral structure installed in the middle of the torque converter housing 3-@, axial and radial positioning of the transmission, support, tapered roller bearing 3-3, deep groove ball bearing 3-®, thrust ball bearing 3- © To achieve, it is circulated or injected with oil lubrication, which is realized by circulating oil injection hole 3-®, oil drain hole 3-@, ring groove spline sleeve oil delivery hole 3-@, guide cylinder spiral oil passage 3-©.

 In a more specific aspect, the torque information transmitter 1-2 has the following structure.

 It is integrally mounted in the upper case of the torque device 3-©, with a shed-shaped, semi-circular shape, connected to the torque driver block by the primary electrode 4-1 and the insulating frame 4-2, and the primary electrode 4-1 The secondary electrode frame 4-3 on the peripheral cover, and the secondary electrode frame 4-3 are provided with two sets of adjustable and disassemblable secondary pole devices: the secondary electrode is connected to the outer casing 4-©, the inner box 4-©, The connecting piece 4-© and the secondary charging spacer 4-® are composed, and the secondary electrode connecting piece and the electric spacer are stacked and placed in each of the above boxes, and the compression spring 4-© is used to position the pressing cover 4 -© compaction joint;

 Alternatively, the torque information transmitter 1-2 has the following structure.

 The whole body is installed in the upper part of the torque unit 3-©, and the armature guide 5--, the drive frame 5-- is connected with the torque driver block 5-©, and then the armature 5-3 is attached to the primary coil 5-1. In the skeleton of the secondary coil 5-2, the magnetic shielding cylinder 5-@ is integrally enclosed by the primary and secondary coils, and is mounted in the housing of the skeleton 5-@, two sets of oscillator primary 5--, oscillator secondary 5-- The circuit board 5-- is respectively installed in the cavity body, and respectively supports two sets of two-stage solenoid type DC differential transformers;

 A temperature compensation circuit is mounted on the primary coil circuit, and a low-pass filter circuit is mounted on the secondary output circuit.

 The stall cylinder adjuster has the following structure,

Including power-on delay type semiconductor time relay 6-1, solenoid valve 6-©, armature push rod 6-©, duck tongue 6-©, embedded with saw gear set 6-© and rotating shaft 6-© and Insulated runner 6_© is connected, insulated runner 6-@ is divided into the outer circumference of the outer circumference to install the electric contact block 6-@ two sets, the insulating runner 6-© inside the groove, the electric contact block is 6-@ Divide into and out of the two groups, connect the wires according to the cylinder working order of the engine or the sequence of the fire-extinguishing test, and the outer frame 6-3 of the insulating runner 6-© Installed with the same number of brushes 6-@ as the electric contact block 6-@, preloading with the spring 6-©, the input components of the brush 6_© are advanced and retracted, and the advance and retreat of the torque information transmitter 1-2 The wire connection of the output group, the two output groups of the brush 6-© are respectively connected with the accessories of the control involved.

 The gas distribution system has the following structure.

 The intake duct is made up of air filter, carburetor or turbocharger 1-©, intake main 1--, intake distribution main 1--, intake manifold 1-®, intake electromagnetic switching valve 1 -© connection composition; the first exhaust pipe is composed of exhaust electromagnetic switching valve ι-Θ, first exhaust branch ι-©, first exhaust main pipe 1-@, quick-cooling sprinkler 1-@, exhaust Pressure regulator 1-©, first exhaust duct

I- © composition, according to the instruction by the exhaust electromagnetic switching valve 1_@ will send the switched exhaust gas into the water cooler 1_3;

 The exhaust gas circulation pipe is composed of exhaust gas delivery pipe i-@, exhaust gas circulation main pipe ι-Θ, exhaust pipe branch ι-©, exhaust gas temperature thermal switch 1-@, according to the instruction of the intake electromagnetic switching valve 1-© and exhaust electromagnetic The switching valve 1-© is closed at the same time to close the intake port, and the exhaust gas after the intermediate cooling is sent into the cylinder along with the valve phase of the original machine to realize secondary combustion and purification of the exhaust gas;

 The second exhaust pipe is composed of an exhaust electromagnetic switching valve 1-©, a second exhaust branch pipe 1_@, a second exhaust pipe ι-@, and an exhaust manifold 1-©, and the exhaust gas after the secondary combustion and switching The remaining exhaust gas is discharged from the second exhaust pipe through the turbocharger 1-© or directly into the atmosphere.

 The gas distribution system further includes the following components,

 The intake electromagnetic switching valve 7-2 and the exhaust electromagnetic switching valve 7-© are both double-chamber valves. If the intake port and the exhaust port are arranged on the left and right sides, the two valve bodies are respectively installed; When the gas and the exhaust gas are arranged together on one side, the above two valve bodies are combined and installed; the intake switching valve 7-2 and the exhaust switching valve 7-© are intermediately mounted with the valve shaft 7-©, and the length of the shaft is adjusted according to the mounting manner, the shaft The valve plate is mounted on the rod: the intake valve is a double-sided single-sided beveled edge 7-@, the exhaust valve is a single-sided double-sided beveled edge 7-©, one end of the shaft and a two-way solenoid valve

7-© connection, the other end is connected with the tension spring 7-Θ, the pre-tightening force is applied, the upper end of the valve body is respectively connected with four sets of pipes, and the valve body and the pipe are made of stainless steel material;

 Actuator, solenoid valve or pneumatic / hydraulic valve or motor gear valve;

 The exhaust gas quick-cooling pressure regulator is composed of a first exhaust manifold 11-® and a second exhaust manifold 11-@, and the first exhaust manifold 11-© is disposed at the left end of the solenoid valve housing 11- Solenoid valve in 1

II- © control of the sprinkler pipe 11-©, the sprinkler pipe 11-© and the sump 11-© are fixed by the support seat 11-@ and the valve seat 2-11- @ at the upper part of the first exhaust manifold 11-©; First exhaust manifold 11-© and second Between the exhaust manifold ii-Θ, a pressure regulating valve is installed on the left and right sides, and the pressure regulating valve is composed of a pressure regulating valve body ιι-@, a pressure regulating valve ll-Θ, a heat insulating sliding sleeve 11-®, a valve seat 11-© The pressure spring 11-© and the valve seat 2 11-@ are composed; the right end of the first exhaust manifold 11-® is connected to the exhaust gas delivery main pipe ιι-Θ, and the central pipe port is respectively connected to the exhaust gas switching valve of each cylinder, the first exhaust branch pipe 11-®; the left end of the second exhaust manifold ii-Θ, coupled to the turbocharger or the outer exhaust pipe 11-©, the central nozzle is respectively connected with the exhaust switching valve of each cylinder, the second exhaust branch 11-@ ;

Exhaust gas circulating water cooler ι-©, a semi-circular water tank body is arranged on the outer periphery of the torque device 1-1, and the upper and lower ends of the tank body are respectively coupled with the first exhaust gas conveying pipe 3-@, the exhaust gas circulation conveying pipe 3- @, The lower end of the two tubes are respectively connected to the exhaust gas accumulator tank 3- @, the exhaust gas accumulator tank 3- @lower connection cooling coil; the cooling coil can be one of the following three: if the matching original machine is using secondary air For gasoline engine and diesel engine with injection oxidation combustion mode, bellows 3-@ with special matching wave length is adopted _; if gasoline engine adopts turbulent flow purification combustion method, bellows 12-© with uniform arrangement of special wave pitch is used; The turbulent flow purification combustion method adopts a vertical and horizontal grid arrangement of the smooth tube 12-©; the cooling water tank communicates with the water pump circuit water pipe to form a circulating cooling state.

 The circulating exhaust gas distribution main pipe, the left end of the main pipe casing 13-1 is connected with the circulating exhaust gas conveying pipe 13-©, and the lower side of the pipe body is respectively connected with the intake switching valve branch pipe 13-© of the intake switching valve 13-© of each cylinder; With microcomputer control, a temperature switch or temperature sensor 13-3 can be installed on the upper side of the left end of the pipe body.

 The solenoid valve as the actuator has the following structure: the valve body 8-1 is arranged in an upper and lower structure, and two sets of drive coils 8-2 are respectively mounted on the left and right sides of the upper portion, and the drive armature is mounted in the skeleton of the drive coil 8-2. On the two sides of the middle drive armature 8--, install two sets of lock solenoids 8--, drive the armature 8-- and the drive link of the valve body 8-1 - 8--, drive link two 8 -©, drive link three 8-0) connection, drive armature 8-- separately provided with power-on devices at both ends, the power-up device is contact spring pin 8--, elastic electric contact 8--, electromagnetic Coil terminal 8--, lock-coil terminal 8--, in the frame of the locking solenoid 8--, respectively, the pin-shaped armature 8--; the contact spring pin 8--, lock of the solenoid valve Coil terminal 8--, matched with the lock cylinder adjuster, one end is normally energized, the other end is normally disconnected, the plug-type armature of the lock solenoid is 8--, often inserted in the side hole of the drive armature Inside, preventing the drive armature 8-3 from moving;

The pneumatic/hydraulic valve has the following structure: the pressure valve body 9-1 is arranged in the middle and the lower part, and the upper part is provided with two sets of solenoid valve coil 9-©, plunger type armature 9-©, solenoid valve terminal 9-© And pressure spring 9-© solenoid valve, plunger type armature 9-© in the electromagnetic coil frame, external connection tube 9-2 and external circuit tube 9-3 for switching action, hydraulic/pneumatic piston 9-® and piston shaft 9- ©, drive rod (9_@ connection, then connect the lower link to a 9-©, link two 9-@, link three 9-@ _;

 The motor gear valve is configured as follows. The motor 10-1 is mounted on the gear valve body 10-2 and coupled to the reduction gear set 10-3. The gear valve body 10-2 is provided with power receiving devices on both sides. The device consists of a steel ball 10--, a leaf spring contact 10--, a spring 10--, a terminal 10--, a reduction gear set 10-3 and a drive rack 10-©, an oblique pin 10-© The driving rack 2 10--, the internal spline gear 10-© combination, the reduction ratio of the reduction gear set 10-3 and the stroke length of the rack, satisfy the requirement that the valve of the intake and exhaust switching valve can be rotated by 90°. .

The spoiler combustion valve mechanism of the combustion system has the following structure: in the lower part of the engine cylinder head, opposite to the exhaust valve, a spoiler combustion chamber ι-@ is formed, and the outer side of the spoiler combustion chamber 1_@ is installed Spoiler injector or spark plug 1-@, spoiler combustion inlet 1_@ is made with spoiler combustion inlet 14-©, spoiler combustion inlet 14-© external and constant lean mixture switching valve connection The valve shaft is combined with the upper and lower sections, respectively, the spoiler valve shaft lower column 14- © and the spoiler valve shaft upper column 14-@, and the spoiler valve sleeve 14-@ is fixedly mounted on the cylinder head. The flow valve sleeve 14-@ is divided into 120° on the outer wall of the upper end, and has three round holes for locking the steel ball 14- @, the upper part of the lower shaft 14-© of the spoiler valve shaft, and a bevel ring along the circumference of the shaft Slot 14-©, the inner wall of the lower end of the valve casing 14-@, also has a beveled ring groove 14-©, embedded in the locking ball 14-@ mounted on the spoiler valve sleeve 14-@, spoiler valve shaft upper column 14-@ with valve shaft lower column hanging head 14-@ with positioning pin 14-@ positioning, and the upper end of the spoiler valve shaft column 14- @, the valve between the two shafts Adjusting the gap 14-©, the spring lower seat 14-@ is coupled with the valve casing 14-©, the upper and lower shafts of the valve are embedded in the cavity, and the pressure spring 14-@ is mounted on the spring upper seat 14-@ and the spring lower seat Between 14-@, the valve positioning arm 14-© on the rocker support column 14-@, positioning and pressing the spoiler valve upper column 14-@ and the spring upper seat 14-@, the valve positioning arm 14-© The spring upper seat 14-@ is equipped with a rolling steel ball 14-©, the rear end of the spoiler valve shaft upper column 14-@, with a valve lift arm 14-11, and a fork-shaped auxiliary rocker arm 14-@ by a rocker arm Support column 14-@support, two rockers at the left side of the secondary rocker arm 14-@, insert the 14-@ in the pocket on both sides of the valve lift arm 14-, and the main rocker 14-© on the intake valve of the cylinder has a secondary pressure The arm 14-@, presses the right end of the auxiliary rocker arm 14-@ in the dimple; the spring seat 14- @, the spring lower seat 14-@, the valve casing 14-@ and the valve mounted on the upper and lower shafts of the spoiler valve The shaft can rotate freely; The secondary air injector of the combustion system is of the following structure, which is composed of a hydraulic power-on time delay valve 15-1 or an electromagnetic power-on time delay valve, an air pressure valve 15--, a high-pressure air injector 15-@ .

 The hydraulic power-on time-delay valve 15-1 is configured as follows, the liquid pressure chamber 15-2 and the hydraulic piston 15-- are made into replaceable parts according to different volumes, and the end of the hydraulic piston 15-© push rod is elastically energized. Delay contact 15-© three sets, one long contact power terminal 15-- external control power supply, the other long contact internal air booster solenoid 15--), short contact The electromagnetic coil 15--, the time delay valve body is connected with the air pressure increasing valve 15-©, or separately installed;

 The electromagnetic power-on delay valve has the following structure: a solenoid valve is installed on the left side of the time delay valve, the armature 18-® is coupled with the push rod 18-©, and the push rod 18-© is provided with three sets of long and short elastic contacts 18-©. The push rod end is provided with a return spring 18-©, the upper long contact is used as the power supply terminal 18-® external power supply, and the right short contact is connected with the electromagnetic coil 15-@ of the injection solenoid valve in the air injector. a long contact is connected to the electromagnetic coil 15-@ of the air booster valve in the air injector;

 The air pressure increasing valve has the following structure: the air supply pipe 15-© of the secondary air storage tank on the left side of the valve body, and the left side pipe mouth of the annular air passage 15-@, is equipped with a one-way piston 15-@, Eight return air passages are arranged around the air plenum to communicate with the annular air passage 15-@. The return air passage is provided with a gas barrier steel ball 15-@ and a return spring 15-@, and the boosting piston 15 in the pressurized chamber -©, coupled with the piston push rod 15--, solenoid valve, the return spring 15-@ is mounted on the piston push rod 15--;

 The high-pressure air injector has a structure in which a valve electromagnetic valve composed of a valve solenoid 15-© and a valve armature 15-@ is installed, and an end of the valve rod 15-© is equipped with an air injection valve.

15- ©, Valve pull rod 15-- is equipped with valve return spring 15-@, there are eight air passages 15-© around the solenoid valve, the upper end of the air passage 15-© is connected with the pumping chamber, and the lower end is connected with the gas storage. The pressure chamber 15-@ is connected.

 The combustion system also includes the following components,

 The pump injector rocker push rod change valve has a structure in which a shift solenoid valve composed of a shifting electromagnetic coil 16-2 and a shift armature 16-3 is mounted on the left side of the valve body 16-©, and a push rod in the valve body

16- © coupling, push-pull rod 16-© is equipped with push-pull guide 16-©, sliding slot of push-pull guide 16-© is embedded with thrust guide 16-®, thrust guide 16-® is replaceable, upper Equipped with return pressure block 16-10 and pressure spring 16-Q), thrust guide block 16-9 is pressed against lower push rod 16-8, and the right side of thrust guide block 16-® is abutted on pump rocker arm On the lower shoulder of 16-@, the upper part of the valve body is provided with a hydraulic chamber 16-©, the hydraulic chamber 16-@ is provided with a hydraulic piston 16-©, and the hydraulic chamber 16-@ is provided on both sides. Shaped oil passage, the return oil passage is equipped with a liquid-repellent steel ball 16-© and a spring 16-@, the left return oil passage is externally connected with the oil supply pipe 16-©, and the right-shaped upper oil passage is externally connected with the oil delivery pipe 16-@ _; The hydraulic chamber 16-@ and the hydraulic piston 16-© are made of replaceable parts of different volumes to accommodate the matching of various engines.

 The oil-electric passage reversing valve has a structure in which a solenoid valve is installed in the middle of the valve body 17-1, and the armature 17-3 of the solenoid valve is connected to the circuit push rod 17-© and the oil passage push rod 17-©, the oil passage push rod 17-© is equipped with a pressure spring 17-©, the right circuit push rod 17-© is equipped with a movable contact 17-®, and the upper side of the electric passage valve body is provided with a power supply terminal 17-© and a leaf spring contact 17-@ The lower side is equipped with a constant energizing terminal 17-@ and a reversing terminal 17-@. The oil passage hole on the left side of the oil passage push rod is connected with the normal passage of the oil passage valve body. 17-@, Closed to the oil passage 17-©;

 The fuel pressure regulating pressure relief valve has the structure that the left side of the valve body is a three-way oil supply pipe 19-1, and two sets of replaceable flat constant valve 19-3 with a return oil passage are installed in the middle, and the three-way oil supply pipe 19- 1 and the valve body joint is provided with a perforated partition to block the one-way piston 19-© in the flat constant valve 19-3, the one-way piston 19-© is equipped with a spring 19-© on the tail rod, with a hole The gasket is mounted on the tail of the spring for adjusting the pre-tightening force, and the rear end of the hole in which the spring is mounted is provided with the oil passage 19-©, and the oil return passage 19-© is connected with the outer oil pipe;

 The regenerative combustion chamber is made of stainless steel. According to the geometrical dimensions of the original machine, the cylinder liner and the replica piston are duplicated. On the inner wall surface of the cylinder liner and the top surface of the piston, a grid-shaped dovetail groove is formed, and the dovetail groove is filled with thermal insulation material. The top surface of the piston in the area in contact with the cylinder head and the combustion chamber is filled with a heat insulating material.

 The specific components and structures of the secondary combustion control system are

 a. The exhaust gas circulation secondary air oxidation combustion gas distribution control system is mainly composed of three parts: an electrical control system, a circulating exhaust gas switching system and a high pressure air preparation system;

The electrical control system consists of a battery or generator 21-1, an ignition switch 21-2, a selector switch 21-©, a torque 1-1, a cylinder arrester 21-©, a microcomputer 21-©, and a control circuit; Exhaust gas switching system consists of exhaust switching valve 21-©, exhaust gas rapid pressure regulator 21-®, water cooler 21-©, circulating exhaust gas distribution main unit 21-©, intake switching valve 21-®, intake check valve 21-©, auxiliary gas cylinder 21- @ and circulating exhaust gas delivery pipe and exhaust muffler 21-©; high-pressure air preparation system by high-pressure air pump 21-@, air pressure regulating valve 21-©, high-pressure air check valve 21 -@, high pressure air storage tank 21-@, secondary air distribution pipe 21-@, branch check valve 21-@, secondary air injector 21-@ and oil passage directional control valve 21-©, hydraulic, Electromagnetic power-on delay valve 21-© composition, if it is matched with the vehicle engine, the gas source of the brake system gas storage tank can be taken, and the secondary pump pressure is applied to realize the high-pressure gas; b. The secondary air injection timing spark plug ignition system control system is composed of an electrical control system and a secondary air injection timing control system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

 Secondary air injection timing control system consists of distributor class 22- ©, oil passage directional valve 22- ®, spark plug 22- @, step-down transformer 22- @, electromagnetic power-on delay valve 22- ©, secondary air Injector 22- @ composition;

 c. The secondary air injection timing injection ignition system control system is composed of an electrical control system and a secondary air injection timing control system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

 The secondary air injection timing control system consists of fuel injection pump type 23- ©, oil passage directional control valve 23- ®, fuel injector 23- @, pump injector rocker push rod change valve 23- @, hydraulic power extension Time valve 23- ©, secondary air ejector;

 d. The exhaust gas circulation spoiler combustion gas distribution control system is composed of an electric appliance control system, a circulating exhaust gas switching system, a mixed gas or an air preparation system;

 The electrical control system and the circulating exhaust gas switching system are the same as the above-mentioned system of the same name;

 a mixed gas or air preparation system, corresponding to a gasoline engine or a diesel engine, divided into a mixed gas preparation system or an air preparation system;

 The mixed gas preparation system is to distribute the gas supply pipe on the air supply main pipe of the air filter. 24--, the gas supply pipe 24- © is installed on the carburetor of the original machine to improve the fuel injection hole. The carburetor 24-G, coupled with the spoiler air supply branch pipe, is coupled to the spoiler air intake switching valve;

 The pure air preparation system is installed on the pressurized air supply branch pipe, respectively, and the spoiler air supply branch pipe and the spoiler air inlet switching valve are respectively connected, or for the non-supercharger type, in the air filter Gas supervisor

24- © Install the air supply pipe, connect with the spoiler air supply branch pipe, and then connect the spoiler air intake switching valve; e. The spoiler gas distribution preparation low-pressure gas switching control system is controlled by the electrical control system and Preparing a low pressure constant lean gas mixture or a pure air switching control system;

 The electrical control system is the same as the above-mentioned system of the same name;

 For the gasoline engine, prepare the low-pressure and low-lean mixed gas switching control system, and the air filter 25- © is connected to the constant lean carburetor 25- ©, and then with the low-pressure air pump 25- @, air pressure regulating valve

25- © , Low pressure gas storage tank 25- @, Low pressure and low lean gas manifold 25- @, Spoiler air inlet switching valve 25- @Connection composition; For the diesel engine, a low-pressure pure air switching control system is prepared, which is connected by the turbocharger 25-@, and if there is no turbocharger model, the air filter 25-© is connected to the branch, and the low-pressure air pump 25 -@, air pressure regulating valve 25-@, low pressure gas storage tank 25-©, low pressure pure air branch pipe 25-@, spoiler air intake switching valve 25-@;

 f. The mixed gas spoiler combustion spark plug ignition timing control system is composed of an electrical control system and a ignition current commutation control system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

 The ignition current reversing control system consists of distributor class 26-©, electric tee terminal 26-®, oil passage reversing valve 26-@, spoiler spark plug 26-@, cylinder spark plug 26-©;

 g. The pure air spoiler combustion injection ignition timing control system is composed of an electrical control system and an oil and electric reversing control system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

 The oil circuit reversing control system consists of oil/electric control unit 27-©, oil tee 27-@, oil electric passage reversing valve 27-@, pump injector rocker push rod change valve 27-©, fuel adjustment The pressure relief valve 27-@, the cylinder injector 27-@, the spoiler micro-injector 27-©, the oil/electric control unit 27-© here is the fuel injection pump;

 The circuit reversing control system consists of oil/electric control unit 27-©, electric tee terminal 27-®, oil passage reversing valve 27-@, cylinder injector 27-@, spoiler chamber micro-injector Composition of 27-©, the oil/electric control unit 27-© here is an electronic control unit.

 The vehicle automatic stop cylinder control system has the following structure for the gasoline engine or the diesel engine, respectively. a. The on-board gasoline engine automatic stop cylinder control system is composed of an electric appliance control system and a gas distribution switching spark plug power-off system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

 The gas distribution switching spark plug power-off system consists of the oil-electric path reversing valve 28-©, the intake switching valve 28-®, the exhaust switching valve 28-®, the auxiliary air intake small pipe, and the auxiliary exhaust small pipe;

 b. The on-board diesel engine automatic stop cylinder control system is composed of an electric control system and a gas distribution switch injector oil cutoff system;

 The electrical control system has the same structure as the above-mentioned system of the same name;

The gas distribution switching injector oil shutoff system is composed of an intake switching valve 29-®, a sub-intake small pipe, a fuel electric path reversing valve 29-© and the like. The invention adopts a torque detecting system to detect the load change of the engine in real time and automatically, and controls the opening and closing of the valves of each pipeline in the gas distribution system according to the change, on the one hand, the cylinder deactivation and the conversion of the main combustion cylinder and the auxiliary combustion cylinder, on the other hand The secondary combustion of the exhaust gas discharged from the cylinder not only saves fuel, but also fully oxidizes the combustible harmful gas in the exhaust gas to work to reduce harmful gas emissions, thereby achieving the dual functions of energy saving and environmental protection.

 The technology of the present invention is a modern and conventional reciprocating piston type multi-cylinder internal combustion engine, which is partially modified to establish a new working condition power dual mode and a new combustion dual mode to realize output torque (power) and resistance torque (load). Under various working conditions, the balance can be reached at any time, and the cylinder is automatically stopped to make the engine realize the self-control power on-demand output. The secondary combustion in the exhaust gas machine is used for power purification, reducing the excessive power reserve waste of the engine, and making the engine in various kinds. Under the working conditions, the lowest fuel consumption and minimum pollution emissions can be achieved.

 The power of a conventional engine is output-consumption, and the power of the present invention is on-demand.

 If the technology of the present invention is applied to engineering machinery, heavy-duty vehicles, tank trucks, armored vehicles, warships, internal combustion engine trains, watercrafts, etc., which need to install high-power engines, the fuel economy is better, and the fuel economy rate is 40%. If the number of cylinders of the engine is increased, the fuel economy and environmental protection are better.

 The vehicle and the ship using the engine improved by the technique of the present invention implement two operation modes, which are controlled by a selection switch. When the vehicle and the ship are in cold start or when the vehicle is full-loaded for long-distance climbing, the ship is fully loaded in the deep water jet for a long time, and other engines require large loads for a long time, the full-cylinder operation state is selected. At this time, the circuits such as the torque detecting system and the secondary combustion system are all cut off and the control is exited, but the spoiler combustion system does not stop. When the cylinder is selected for the operating state under other operating conditions, the torque detection system and the secondary combustion system at this time enter the control operation. This achieves a power output dual mode effect.

 The engine and the marine engine and the like which have been improved by the technique of the present invention do not affect the acceleration and deceleration performance during operation and use, and still have an engine braking effect, and the driver's habit of ergging, gear shifting and the like. In any working condition and speed, it can realize the effect of automatic cylinder increase and cylinder reduction. However, it is required to keep the throttle at about 80% when it is in normal operation, which is beneficial to the best fuel economy and environmental performance of the engine.

 The invention is applicable to various four-stroke and two-stroke gasoline engines or diesel engines, and engines using compressed natural gas, liquefied petroleum gas and alcohol as fuel.

DRAWINGS Figure 1 is a schematic view of the structure of the present invention;

 Numbers in the figure: 1-1 Torque, 1-© Torque Information Transmitter, 1-© Exhaust Gas Recirculating Water Cooler, 1-® Engine Oil Pan, 1-© Clutch, 1-© Main Intake, 1-® Exhaust gas turbocharger,

1-® Gas Distribution Supervisor, 1-® Intake Branch, ι-Θ Intake Temperature Sensor, 1-® Exhaust Gas Preheat Regulator, 1-© Intake Electromagnetic Switching Valve, 1-© Medium Cooling Exhaust Duct, ι -ΘExhaust gas main pipe, 1-® exhaust pipe, 1-© exhaust gas temperature thermal switch, 1-© first exhaust pipe, 1-@ exhaust electromagnetic switching valve, ι-Θ first exhaust pipe, ι - @第一排气总, ι-@冷冷水器, 1-© exhaust pressure regulator, 1-© second exhaust main, 1-@second exhaust branch, 1-© exhaust manifold , 1-© main combustion chamber, 1-© main combustion chamber injector or spark plug, 1-@ spoiler combustion chamber, 1-© spoiler intake valve, 1-@turbine chamber injector or spark plug, 1-@ secondary air distribution pipe, 1-@ secondary air branch pipe, 1-© air compressor, 1-@ gas storage tank, 1-© medium cold box water supply pipe, 1-@intercooler return pipe.

 2A is a schematic structural view of the present invention applied to a four-stroke gasoline engine;

 In the figure, the label: 2A-© constant lean mixed gas pipe or micro oil injector

 2B is a schematic structural view of the present invention applied to a four-stroke diesel engine;

 Number in the figure: 2B-© secondary air tube

 2C is a schematic structural view of the present invention applied to a two-stroke gasoline engine;

 Number in the figure: 2C-© oil and gas electromagnetic injector

 2D is a schematic structural view of the present invention applied to a two-stroke diesel engine;

 Numbers in the figure: 2D-© secondary air tube, 2D-® scavenging pump, 2D-® scavenging distribution supervisor. 3, FIG. 3A, FIG. 3B is a schematic structural view of the torque device of the present invention; FIG. 3A is a cross-sectional view taken along line A-A of FIG. 3;

Numbers in the figure: 3-1 Copy transmission first shaft, 3-© first shaft bushing, 3-3 tapered roller bearing, 3-® bearing retaining ring, 3-© rubber oil seal, 3-© spline spindle, 3-® Transmission First Jack, 3-® Deep Groove Ball Bearing, 3-@ Thread Locking Ring, 3-Θ Retaining Ring, 3-® Rubber Oil Seal, 3-© Ring Grooved Spline Set, 3- @ Precision compression spring, 3-turn spring retaining ring, 3-® spring adjustment screw, 3-© spring bearing, 3-© thrust ball bearing, 3-@torque drive disc, 3- @open torque transmission sleeve, 3-@Thread lock ring, 3-@ retaining ring, 3-© drive sleeve end retaining ring, 3-© drive sleeve coupling pin hole, 3- @ring groove spline sleeve pin short shaft, 3- ©pin short shaft slip ring, 3- @ guide cylinder pin, 3-© pin slip ring, 3- @opening guide cylinder, 3-© guide cylinder coupling pin hole, 3-@torque housing , 3- @Oil injection hole, 3-© oil sump, 3-@ oil drain hole, 3- @ring groove spline sleeve Oil delivery hole, 3-© guide cylinder screw oil passage, 3-@torque drive sleeve pin holder, 3-© guide cylinder pin holder, 3-@torque information transmitter drive block, 3-@torque upper and lower housing Coupling pad, 3- @torque information transmitter compartment cover, 3- @torque upper and lower housing coupling bolt hole, 3- @ with clutch, transmission coupling bolt hole, 3-@ exhaust intercooler drain hole, 3- @第一排气输送管, 3-© Disassembled Locking Ring, 3-© Water Sealing Gasket 1, 3-© Water Sealing Gasket 2, 3-@Connection Short Tube, 3-@Exhaust Pressure Storage Box , 3- @intercooler bellows, 3-@exhaust gas circulation pipe

 4 is a schematic structural view of a torque information transmitter, FIG. 4A is a schematic structural view of a ceiling-shaped torque information transmitter, and FIG. 4B is a schematic structural view of a semicircular torque information transmitter; FIG. 4C is a wiring diagram of a torque information transmitter;

 Numbers in the figure: 4-1 primary electrode, 4-2 primary insulator frame, 4-© secondary insulator frame, 4-® secondary electrode case, 4-© secondary inner box, 4-© secondary connection Sheet, 4-® compression spring, 4-® secondary power spacer, 4-® positioning compression cover, 4-Θ primary terminal screw, 4-® torque transfer range lead-out.

 5 is a schematic structural view of a DC differential transformer type torque information transmitter, and FIG. 5A is a circuit diagram of a DC differential transformer type torque information transmitter;

 Numbers in the figure: 5-1 primary coil, 5-2 secondary coil, 5-3 armature, 5-© oscillator primary, 5-© oscillator secondary, 5-© board, 5-® wiring socket, 5 -® Armature Guide, 5-® Drive, 5-Θ Rolling Bearing, 5-© Torque Drive Block, 5-© Magnetic Shield, 5-G) Skeleton Housing,

5- Θ insulation gasket

 Figure 6 is a schematic structural view of the stop cylinder adjuster, Figure 6A is a cross-sectional view taken along line AA of Figure 6; Figure number: 6-1 time relay timing switch, 6-2 housing one, 6-© housing two , 6-@ solenoid, 6-© armature push rod, 6-© duck tongue, 6-© tension spring, 6-® pressure spring,

6- ® saw gear set, 6-® rotating shaft, 6-® shaft sleeve, 6-© insulated wheel, 6-axis pin,

6- ΘInsulation pad, 6-© brush, 6-© insulating sleeve, 6-© pressure spring, 6-@ electric contact block, 6-Θ locating bolt, 6-@封盖, 6- @ fastening bolt

 7 is a schematic structural view of an intake/exhaust electromagnetic switching valve, and FIG. 7A is a cross-sectional view taken along line AA of FIG. 7; in the figure: 7-1 external inlet, exhaust pipe, 7-© double-cavity intake switching valve body, 7 -©Double-cavity exhaust switching valve body, 7-© double-sided single-sided valve, 7-© single-sided double-sided valve, 7-© valve shaft, 7-© sleeve, 7-® valve shaft pin , 7-® spring back lever, 7-turn spring, 7-® body bolt hole,

7- © two-way solenoid valve Figure 8 is a schematic view showing the structure of the solenoid valve, and Figure 8A is a cross-sectional view taken along line AA of Figure 8; in the figure: 8-1 solenoid valve body, 8-2 bidirectional drive magnetic coil, 8-© drive armature, 8-© contact spring Pin, 8-© Elastic Electrical Contact, 8-© Magnetic Coil Terminal, 8-® Locking Coil Post, 8-® Locking Coil, 8-® Locking Armature, 8-Θ Pressure Spring, 8- ® drive link one, 8-© drive link two, 8- G) drive link three, 8- Θ valve body coupling bolt hole

 Figure 9 is a schematic structural view of a hydraulic/pneumatic valve;

 In the figure, the label: 9-1 hydraulic pressure, pneumatic valve body, 9-2 external connection tube, 9-3 external circuit tube, 9-@ solenoid valve coil, 9-© plunger type armature, 9-© solenoid valve terminal, 9 -©Pressure spring, 9-® hydraulic, pneumatic piston, 9-® piston shaft, 9-inch drive rod, 9-® linkage, 9-© linkage 2, 9- © linkage 3, 9- 0 Body coupling bolt hole

 Figure 10 is a schematic structural view of a motor gear valve;

 In the figure, the label: 10-1 micro DC motor or split motor, 10-2 gear valve body, 10-3 reduction gear set, 10-@ drive rack one, 10-© oblique pin, 10-© drive tooth Article 2, 10-© with spline sleeve gear, 10-® steel ball, 10-® leaf spring contact, ιο-Θ pressure spring, 10-® positive and negative terminal, 10-© body bolt hole

 Figure 11 is a schematic structural view of an exhaust gas rapid cooling regulator;

 In the figure: 11-1 solenoid valve housing, 11-© solenoid valve, 11-3 solenoid valve coupling screw, 11-© first exhaust manifold housing, 11-© external water supply pipe, 11-© quick-cooling spray Water pipe, 11-® sump, 11-® switch valve first exhaust pipe, 11-® sprinkler pipe, groove support column, ii-Θ external intercooler gas main, 11-© coupling bolt, 11 -©Quick-cooling accumulator chamber, li-G) Pressure regulating valve body, ιι-Θ pressure regulating valve, 11-® insulated sliding sleeve, 11-© valve seat one, 11-® pressure spring, 11-@ seat 2. ii-Θ second exhaust manifold housing, 11-10 accumulator chamber, connecting switch valve second exhaust branch, 11-© external turbocharger or efflux piping

 Figure 12 is a schematic structural view of a recirculating exhaust gas water cooler; Figures 12A and 12B are exploded views of Figure 12;

 In the figure, the label: 12-1 underwater cooler housing, 12-2 uniform bucking bellows, 12-3 uniform, grid-shaped smooth tube

 Figure 13 is a schematic structural view of a circulating exhaust gas distribution main pipe;

In the figure, the label: 13-1 main housing, 13-2 accumulator chamber, 13-© temperature switch or temperature sensor, 13-© external intercooler tube, 13-© external intake switching valve branch, 13-© connection bolt, 13- ©Intake switching valve

 Figure 14 is a cross-sectional view taken along line A-A of Figure 14; Figure 14B is a cross-sectional view taken along line B-B of Figure 14;

 Numbers in the figure: 14-1 cylinder block, 14-2 cylinder head, 14-3 cylinder head gasket, 14-© cylinder piston, 14-5 piston ring, 14-7 intake valve air passage, 14-8 intake valve column , 14-9 valve sleeve, 14-10 exhaust valve post, 14-© spoiler combustion inlet, 14-@flame flame spout, 14-© exhaust duct,

14- © Spoiler valve shaft lower column, 14- @ disturbing valve sleeve, 14- @ coupling bolt, 14- @ disturbing valve jacket, 14- @locking steel ball, 14-© bevel ring groove, 14- @ Valve shaft lower column head, 14- @ locating pin, 14-© valve adjustment gap, 14-@ spring lower seat, 14-@pressure spring, 14-@ spoiler valve shaft upper column, 14-@spring seat, 14 - @Free rotating steel ball, 14-@ valve lift arm,

14- © Washer, 14-@locking ring, 14-@rocker support column, 14-© valve positioning arm, 14-© washer, 14-@locking ring, 14-@forked auxiliary rocker, 14 -@副摇臂轴销, 14-@ U-shaped lock card, 14-@ washer, 14-© intake valve main rocker arm, 14-@rocker sub-pressure arm, 14-@cylinder cover, 14- ©Connection bolt

 Figure 15 is a schematic structural view of a secondary air high pressure injector;

 Numbers in the figure: 15-1 hydraulic power-on delay valve, 15-2 liquid pressure chamber, 15-3 hydraulic piston,

15- © return spring, 15-© resilient energized delay contact, 15-© power terminal, 15-© coupling screw, 15-® fuel supply, 15-® coupling screw, 15- @ return tubing, 15 -© coupling screw, 15- @ supercharger solenoid valve housing, 15-@ solenoid, 15- (0 armature, 15-© piston push rod, 15-@ booster piston, 15-(β) booster body, 15-@ annular air passage, 15-@ plenum, 15-© gas shield steel ball, 15-@ return spring, 15-© air supply pipe, 15-@ gas supply nozzle one-way piston, 15-@pressure spring , 15-© coupling screw, 15-@ vent, 15-@valve solenoid, 15-@valve armature, 15- @valve lever, 15- @jet valve, 15- @回弹簧弹簧, 15-© distribution Pressure airway,

15- @Gas accumulator, 15- @ injector housing, 15-© coupling screw

 Figure 16 is a schematic structural view of a pump injector rocker push rod change valve;

 In the figure, the label: 16-1 solenoid valve housing, 16-2 conversion solenoid, 16-3 transformation armature,

16- ©Push-pull rod, 16-© spring, 16-© push-pull guide block, 16-© push rod change valve body, 16-® push rod, 16-® thrust guide block, 16-@return block, 16 -©Pressure spring, 16-@ pump rocker push rod, 16- @Sub-push, 16-Q return spring, 16- © hydraulic piston, 16- © hydraulic chamber, 16- © Blocking steel ball, 16- @弹簧, 16- @油管道, 16- @油管道, 16- @连接螺丝 Figure 17 is a schematic view showing the structure of an oil/electric passage reversing valve;

 Numbers in the figure: 17-1 solenoid valve housing, 17-2 solenoid, 17-3 armature, 17-© oil passage push rod, 17-© pressure spring, 17-© circuit push rod, 17-© electromagnetic terminal , 17-® electric passage valve body, 17-@ movable contact, 17-© leaf spring contact, 17-© power supply terminal, 17-@常电 terminal, 17-@ commutation terminal, 17-Θ Oil passage valve body, 17-© oil supply pipe, 17-@常通油管, 17-© reversing pipe, 17-© coupling screw

 Figure 18 is a schematic structural view of an electromagnetic energization time delay valve;

 In the figure: 18-1 solenoid valve body, 18-2 solenoid coil, 18-3 armature, 18-© electromagnetic terminal, 18-© push rod, 18-6 return spring, 18-7 elastic power delay touch Point, 18-® power terminal

 Figure 19 is a schematic structural view of a fuel pressure regulating pressure relief valve;

 Numbers in the figure: 19-1 oil supply pipe, 19-2 coupling screw, 19-3 balance valve body, 19-© hydraulic piston, 19-© pressure spring, 19-© oil pipeline, 19-© oil return pipeline, 19 -® coupling screw

 Figure 20 is a schematic structural view of a regenerative combustion chamber;

 In the figure: 20-1 cylinder block, 20-2 cylinder liner, 20-3 water jacket, 20-© cylinder liner inner wall embedded with anti-oxidation mixture, 20-© gasoline engine piston head, 20-© diesel engine piston head,

20- ©The top surface of the piston is filled with adiabatic antioxidant mixture

 Figure 21 is a schematic structural view of a secondary air oxidation combustion gas distribution control system for exhaust gas circulation; in the figure: 21-1 storage battery or generator, 21-2 ignition switch, 21-3 selection switch,

21- © Microcomputer (ECU) control (dotted line indicates direct torque control), 21-© stop cylinder adjuster,

21- © Exhaust switching valve, 21-® exhaust gas cold regulator, 21-@ intake switching valve, 21-© circulating exhaust gas distribution main, 21-© intake manifold check valve, 21-© exhaust turbocharger , 21-@carburetor or air regulator, 21-© air filter, 21-© oil passage directional control valve, 21-@ injector or spark plug, 21-© liquid, electric power delay Valve, 21-@ secondary air injection valve, 21-@ branch pipe check valve, 21-© secondary air distribution pipe, 21-@ high pressure air pump, 21-© air pressure regulating valve, 21-@ high pressure check valve , 21-@High pressure gas storage tank, 21-© exhaust muffler

 Figure 22 is a schematic structural view of a secondary air injection timing spark plug ignition system control system; in the figure: 22-1 storage battery or engine, 22-2 ignition switch, 22-3 selection switch,

22- © Microcomputer control (dashed line for direct torque control), 22-© stop cylinder adjuster, 22-© original Distributor, 22-® oil/electrical path reversing valve, 22-© spark plug, 22-@ step-down transformer,

22- © Electromagnetic power delay valve, 22-@ secondary air injector

 Figure 23 is a schematic structural view of a secondary air injection timing injection ignition system control system;

 In the figure, the label: 23-1 storage battery or generator, 23-2 ignition switch, 23-3 selection switch,

23- © Microcomputer control (dashed line for direct torque control), 23-© wheel cylinder regulator, 23-© original fuel injection pump, 23-® oil/electrical path reversing valve, 23-@ injector, 23-@Pump injector rocker push rod change valve, 23-© hydraulic power delay valve, 23-© secondary air injector

 Figure 24 is a schematic structural view of an exhaust gas circulation spoiler combustion gas distribution control system;

 In the figure, the label: 24-1 battery or generator, 24-2 ignition switch, 24-3 selector switch,

24- © Microcomputer control (dotted line for torque converter direct control system), 24-® cylinder adjustment, 24-© exhaust switching valve, 24-® exhaust gas cold regulator, 24-@ intake switching valve, 24-© circulating exhaust gas distribution main, 24-© intake manifold check valve, 24-@intake manifold, 24-@ exhaust turbocharger, 24- (0 main carburetor / air detection controller, 24- ©Air filter, 24- @恒稀carburetor,

24- © Spoiler air supply branch, 24-@ ignition distributor/fuel distribution pump, 24-@ oil/electric path reversing valve, 24-© cylinder spark plug/injector, 24-@spoiler valve mechanism , 24-© spoiler room for Figure 25 is a schematic diagram of the structure of the low-pressure gas switching control system for the gas distribution chamber of the spoiler;

 In the figure, the label: 25-1 battery or generator, 25-2 ignition switch, 25-3 selector switch,

25- © Microcomputer control (dashed line for torque converter direct control), 25-© wheel cylinder regulator, 25-© exhaust switching valve, 25-® exhaust gas cold regulator, 25- @intake switching valve, 25 - @Circulating exhaust gas distribution main, 25-© intake manifold check valve, 25-@ intake manifold, 25-@ exhaust turbocharger, 25- (0 carburetor / air regulator, 25-© air Filter, 25-@ turbulence chamber intake switching valve, 25-© constant carburetor, 25-@ low pressure air pump, 25-@ air pressure regulator, 25-© low pressure gas storage tank, 25-@ Pure air branch pipe, 25-© constant lean mixture pipe, 25-@ low pressure pure air branch pipe,

25- @Low-pressure constant lean gas manifold, 25- @流流室副阀, 25- @Cylinder spark plug or injector, 25- @main combustion chamber exhaust valve, 25- @Exhaust muffler

 Figure 26 is a schematic structural view of a spark plug ignition timing control system for a mixed gas spoiler; Figure 6: battery or generator, 26-2 ignition switch, 26-3 selector switch,

26- © Microcomputer control (dashed line for torque converter direct control), 26-© wheel cylinder regulator, 26-© distributor, 26-® electric tee binding post, 26-@oil electric path reversing valve, 26- ©Cylinder spark plug Figure 27 is a schematic view showing the structure of a pure air spoiler combustion injection ignition timing control system; in the figure: 27-1 storage battery or generator, 27-2 ignition switch, 27-3 selection switch, 27-© microcomputer control ( Dotted line for torque converter direct control), 27-© wheel cylinder regulator, 27-© oil/electric control unit, 27-® electric tee terminal, 27-@ oil tee, 27-@oil circuit To the valve,

27- © pump injector rocker push rod change valve, 27-@fuel pressure regulating pressure relief valve, 27-@cylinder injector Figure 28 is a schematic diagram of the structure of the automatic stop cylinder control system of the gasoline engine in the vehicle;

 In the figure, the label: 28-1 battery or generator, 28-2 ignition switch, 28-3 selector switch,

28- © Torque, 28-© Cylinder Adjuster, 28-© Cylinder Spark Plug, 28-© Oil-Electric Directional Directional Valve, 28-® Intake Switching Valve, 28-@Exhaust Switching Valve, 28-@ Air filter, 28-©carburetor, 28-@intake branch, 28-@ branch check valve, 28-© auxiliary intake branch, 28-© auxiliary branch check valve, 28-© exhaust branch , 28- © secondary exhaust manifold, 28- @ inlet/exhaust valve shaft, 28- © catalytic converter, 28- @exhaust muffler.

 29 is a schematic structural view of an automatic stop cylinder control system for a diesel engine in a vehicle;

 In the figure, the label: 29-1 battery or generator, 29-2 ignition switch, 29-3 selector switch,

29- © Stop cylinder regulator, 29-© cylinder injector, 29-© oil passage directional control valve, 29-® intake switching valve, 29-@ exhaust manifold, 29-@ air filter, 29-© turbocharger, 29-@ intake manifold, 29-@ auxiliary intake manifold, 29-© intake/exhaust valve shaft, 29-@ exhaust muffler.

 Figure 30 is a schematic view of a torque device in the present invention.

detailed description

 The present invention will be further described in conjunction with the specific embodiments and the accompanying drawings.

 As shown in Figure 1, Figure 2A, Figure 2B, Figure 2C, Figure 2D, can be improved on the existing four-stroke gasoline engine, two-stroke gasoline engine, four-stroke diesel engine, two-stroke diesel engine It is necessary to output a secondary combustion engine that is circulated in the exhaust gas machine.

The utility model comprises an engine oil pan 1 to 4 disposed at a lower portion of the body, a main combustion chamber 1@@ disposed in the cylinder, a main combustion chamber injector or a spark plug 1@@ disposed on a wall of the main combustion chamber 1_@, and a clutch 1_© disposed on the body, an intake and exhaust system, and a combustion system, wherein the engine body is further provided with a torque detecting system, a gas distribution system connected thereto, a secondary combustion control system, and an automatic stop cylinder for the vehicle in use a control system, the combustion system further comprising a secondary combustion system coupled to the gas distribution system; the torque sensing component of the torque detection system is mounted on the same power output shaft between the engine clutch 1-© and the transmission; The secondary combustion system includes a turbulent combustion system and an oxidative combustion system, and the turbulent combustion system includes a turbulent combustion chamber ι-@ disposed on the cylinder head to communicate with the main combustion chamber 1 _@, and a spoiler ι-@ The turbulent combustion valve mechanism of the exhaust, and the oxidative combustion system include a secondary air injector.

 In the embodiment, the torque detecting system divides the cylinders of the engine into a normal working main combustion cylinder and a secondary combustion cylinder that performs secondary combustion of the exhaust gas according to the detected load torque change, and controls the pipeline opening and closing of the gas distribution system to switch. The cylinder generates the cylinder deactivation cylinder to realize the main combustion and the secondary combustion of the cylinder.

 The above secondary combustion control system includes an exhaust gas circulation secondary air oxidation combustion gas distribution control system, a secondary air injection timing spark plug ignition system control system, a secondary air injection timing injection ignition system control system, and exhaust gas circulation spoiler combustion. Gas distribution control system, spoiler gas distribution preparation low-pressure gas switching control system, mixed gas spoiler combustion spark plug ignition timing control system, pure air spoiler combustion injection ignition timing control system.

 The above-mentioned on-vehicle automatic detent cylinder control system includes an on-vehicle gasoline engine automatic detent cylinder control system or an on-board diesel engine automatic detent cylinder control system.

 The following sub-systems and components are described in more detail.

 First, the torque detection system is a sensor system that can directly sense and measure torque information. It can directly detect and transmit the torque outputted by the power source of the reciprocating piston internal combustion engine, turbine engine, gas engine, water energy machine, wind energy machine, electric motor, etc. It is the primary precursor component of the automation control. The system is particularly widely used.

 1, torque device

 As shown in FIG. 1, the torque device 1-1 is a detection control element, and the three components of the torque device 1-1, the torque information transmitter 1-2, and the exhaust gas circulating water cooler 1-3 are integrated into one, and are mounted on the engine clutch 1 On the same power output shaft between the -5 and the transmission, directly detecting the change information of the initial output torque (power) and the resistance torque (load) of the engine, and inputting the detected torque information to the microcomputer via the torque information transmitter 1-2 (ECU, also known as the engine electronic control unit) comprehensively controls or directly controls the actuator.

The function of the torque device 1-1 is to directly measure the difference between the output torque (power) of the engine and the magnitude change caused by overcoming the resistance torque (load), that is, the feedback information of the range change between the two moments. The detected range change signal is sent by the torque information transmitter 1-2 to the gradient potential signal Microcomputer (ECU), integrated programming control with other signals, or direct control of the actuators involved.

The basic principle is: The power torque output by the engine is set to apply power to point A perpendicular to the axis of rotation, and the resistance F ₂ is applied perpendicular to point B. The two points A and B are fixed stress points, and the two forces are equal in magnitude and opposite in direction. Connect the two component axes to intersect, B at 0, and the corresponding angle is 45°. The Bay IJ 0 point is the equilibrium point of the two forces (as shown in Figure 30). When ^ is increased to F, F _{2 is} unchanged, and the oblique axis formed by the 45° angle intersects 0' on the X axis, then the displacement L is generated between 0 and 0', and g卩L is the force of F and F ₂ The difference. When F _{2 is} increased to F ₂ ', it is unchanged, the same is true.

 According to the above-mentioned force transmission phenomenon, the pressure on the drive shaft is subjected to the radial driving force and the reaction force against the resistance, and the partial pressure and the partial reaction force generated on the oblique axis of the 45° angle between the two forces. On the two arc surfaces of the drive shaft bisecting radius, make two 45° beveled chute holes according to the above graphic rule (as shown in Figure 3B). The guide shaft mechanism is used to guide the partial pressure and the split reaction force on the oblique axis into the X-axis pressure and the reaction force. The precision cylindrical spiral compression spring is used as the sensitive component to directly detect the compression range L of the spring force generated by the change of the magnitude of the two forces. The range L is the feedback information of the change of the magnitude of the two forces.

 Since the spring is a core elastic sensing element, it is required to use a material having a high microplastic deformation, that is, a material having a high elastic limit, for precision production. For the working load of the spring, the bench test is performed on the prototype of the matched original machine, and the maximum torque value on the external characteristic is detected as the working load parameter of the spring.

 The specific structure of the torque device 1-1 is as shown in Fig. 3. At the combination of the clutch 1-5 of the matched original engine and the transmission, the replica drive shaft 3-1 is mounted, and the tail and the torque transmission disc 3-© are splined. Join. The edges of the torque transmission discs 3-13 are shackled and interlocked to the split-type torque transmission sleeve 3-©. Drive sleeve 3-© Radial 180° The two corresponding faces are respectively provided with 45° oblique arc chute holes (as shown in Figure 3B). The whole transmission structure is composed of the transmission sleeve 3-©, the torque transmission plate 3-@, and the transmission drive shaft 3-1.

In the center socket of the torque transmission disk 3-13, the spline spindle 3-6 is installed, and the spline spindle 3-6 has a replaceable inner socket for the first shaft of the matched transmission. 3-7. Spline spindle 3-6 front end shoulder, mounting spring follower and follower spring support 3-©, spline spindle 3-6 middle outer spline, install axially movable ring groove spline sleeve 3-©. The ring-shaped spline sleeve 3-© is equipped with a precision compression spring 3-©, one end of which is embedded in the annular card slot of the support seat, and the other end is embedded in the positioning ring 3-14, which is adjusted by the screw 3-© Tight force. The annular card slot and the positioning ring serve as replacement parts for the change of the diameter of the spring wire. The outer wall of the ring-shaped spline sleeve 3-©, the corresponding surface of the radial 180° is made up of the short axis of the pin 3-@1, and the short axis of the pin 3-@ is inserted into the 45° slot of the transmission sleeve. . By pin Short shaft 3-@, ring groove spline sleeve 3-©, precision compression spring 3- @, spring bearing seat 3- @, spline spindle 3-6 form the follower and follower structure.

 The pin short shaft 3- @ has a pin 3-@, inserted in the ring-shaped guide groove of the disassembled guide cylinder 3- @内, 3-@, the outer wall of the disassembled guide cylinder 3-@ and the torque information transmitter drive Block 3- @Connection, driven by the torque information transmitter block 3-@, the disassembled guide cylinder 3-@, the pin 3-@ constitutes the follower structure; the overall structure of the torque device 1-1 is mounted on the torque converter housing 3 -@中中, axial and radial positioning and support of the transmission parts, realized by tapered roller bearings 3-3, deep groove ball bearings 3-®, thrust ball bearings 3-©, with circulating or injection oil lubrication, It is realized by the recirculating oil hole 3-®, the oil drain hole 3-@, the ring groove spline sleeve oil delivery hole 3-@, and the guide cylinder spiral oil passage 3-©.

 The geometry of the torque converter, based on the power of the engine, is based on 50 hp or kilowatts and is incrementally divided into 350 hp or kW. Conducive to the needs of structural mechanics, design accessories. However, the overall outer diameter should correspond to the size of the outer casing of the matched clutch, which is conducive to the joint installation.

 In use, the power torque of the engine is transmitted by the clutch 1-© to the transmission mechanism of the replica drive shaft 3-1, and the torque is transmitted to the pin short shaft 3-@ by the 45° chute hole on the torque transmission sleeve. , and the follower and follower structure to the spline spindle 3-6. The power torque is then transmitted to the transmission by the jack (3-7) of the first shaft of the transmission. The pin short axis 3-@ causes the guide pin (3-@) to rotate radially in the inner groove of the guide cylinder. The driven, follower and transmission structures are also rotated in the same direction.

 The driving pressure of the power torque output by the engine is transmitted to the wheels through the transmission mechanism such as the transmission. The reaction force generated by the wheel's resistance to the resistance torque is transmitted through the above series of transmission mechanisms to the pin short axis 3-@. The pin short shaft 3-@ and the ring groove spline sleeve 3-© are constrained by the movement of the 45° chute hole, causing axial sliding displacement in the chute hole and the spline groove, so that the precision compression spring 3-© compression deformation.

 Precision Compression Spring 3-© Operation (Compression) Stroke and 45° Angle Slot Hole Length L, which is controlled by the number of cylinders matched to the original machine, in multiples of 5, 6, 7, 8 mm segments.

 2, torque information transmitter

The torque information transmitter is a general purpose information detection control element. There are two ways to control the information transfer. For the prototype of the matched multi-cylinder engine, the fire test method was used for the bench test. Detecting the maximum power torque value on the engine's external characteristics and the power torque value on each speed segment, and detecting one cylinder for each progressive misfire (cylinder) (Example: stop one cylinder, stop one, two cylinders, stop The power torque values on the speed segments of each of the first, second and third cylinders, stop one, two, three and five cylinders shall be kept constant for the two basic cylinders. Will be detected The minimum torque value, after deducting the average value of the declining cylinder deactivation torque, the remaining value is used as the preload of the spring. Through the progressive fire test, the detected gradient power torque value is used as the step detection control parameter of the torque information transmitter.

 As shown in Fig. 4, Fig. 4A, Fig. 4B, and Fig. 4C, the structure of the torque information transmitter is as follows: The whole body is installed in the upper case of the torque device 3- ©, shed-shaped, semi-circular shape, semicircle Suitable for engines with more than six cylinders (adding electrodes). The primary electrode 4-1 and the insulating bobbin 4-2 are coupled to the torque driver driving block, the peripheral electrode of the primary electrode 4-1 is covered with the secondary electrode bobbin 4-3, and the secondary electrode bobbin 4-3 is provided with two groups of advance and retreat. Adjusting the disassembled secondary pole device: consisting of the secondary pole electrode box 4- ©, inner box 4- ©, power strip 4- ©, secondary power strip 4- ®, secondary pole and battery The spacers are placed in each of the above boxes and pressed together by a compression spring 4- ©, positioning compression cover 4- ©. The thickness of the secondary electrode and the electrical separator should be 1 mm, and the precision should be made. For the installation, use a spacer of thickness 0.2, 0. 4, 0.6, 0.8 mm, for each group to increase the starting piece of 0.2 mm (as shown in Figure 4C), forming each set of positions. 0. 2 mm.

 In use, when the torque is driven by the torque device, the primary electrode moves back and forth. According to the torque data detected by the progressive fire stop (cylinder stop) test, the secondary power strips are cascaded according to the test cylinder stop sequence or the engine cylinder operating sequence (as shown in Figure 4C). For the retracting stroke sub-group, it is often energized, and the sub-group is normally disconnected.

 When the primary electrode moves into a certain section, the secondary generates a power-off phenomenon, which is a motion or switching action as an accessory involved in the command control.

 For an engine controlled by a microcomputer (ECU), the torque information transmitter 1-2 can adopt the following structure as shown in Fig. 5:

 The whole body is installed in the upper part of the torque unit 3- ©, and is connected to the primary coil 5-1 by the armature guide rod 5--, the drive frame 5-- and the torque driver block 5-- In the skeleton of the secondary coil 5-2, the magnetic shielding cylinder 5-@closes the primary and secondary coils integrally, and is mounted in the housing of the skeleton. 5- @, Two sets of oscillator primary 5 - ©, oscillator secondary 5 - © , the circuit board 5 - © is respectively installed in the cavity body, respectively supporting two sets of two-stage solenoid type DC differential transformer;

Fig. 5A is a circuit diagram of a DC differential transformer, on the left side is a multi-resonant circuit, and on the right is a differential oscillation circuit. A temperature compensation circuit is mounted on the primary coil circuit, and a low-pass filter circuit is mounted on the secondary output circuit. In order to improve the magnetic shielding effect, an electrostatic shielding layer is added. It is required that the armature and the magnetic shielding cylinder are made of permalloy-like materials. The torque information transmitter 1-2 of the above configuration performs the integrated control of the current, voltage signal and measurement generated by the two sets of inductance coils and the magnitude of the displacement, and the two-way output mode is matched with the microcomputer (ECU).

 In use, when the torque drive block drives the armature to the link, it moves back and forth in the primary and secondary coil bobbin. The differential transformer detecting circuit changes the magnitude of the induced current generated in the two sets of secondary coils, and the measured DC output voltage gradient signal is sent to the microcomputer (ECU). The microcomputer pushes the signal into the fire extinguishing cylinder stop test, detects the segmented torque value, and performs gradient segmentation programming combined with other signals for comprehensive control.

 3, stop cylinder regulator

 The cylinder stop adjuster is a general-purpose control element. The function is to change the main combustion cylinder to the secondary combustion cylinder. During the set time period (example: 60 seconds, 120 seconds, 180 seconds), transfer to Other cylinders perform sub-combustion purification work. According to the working cycle sequence of the engine (example: 1-5-3-6-2-4) or the fire-extinguishing test cylinder sequence, the rotation cycle is started as the starting point of the first cylinder deactivation cylinder, and all the working cylinders of the engine are heated and equalized.

 The specific structure is:

 Includes power-on time delay type semiconductor time relay 6-1, solenoid valve 6- ©, armature push rod 6- ©, duck tongue 6- ©, inset with saw gear set 6 - © with rotating shaft 6 - © and Insulated runner 6_ © coupling, insulated runner 6- @分上外外外外外外外外块6- @两套, Insulation runner 6- ©In the inner groove, press the radius to the electric contact block 6- @ Divide into and out of the two groups, connect the wires according to the cylinder working order of the engine or the sequence of the fire-extinguishing test cylinder. The outer ring 6- of the insulating runner 6- is mounted with the same number of brushes as the electric contact block 6-@6- © With the spring 6- © pre-applied, the input components of the brush 6_ © are advanced and retracted, and the two wires of the torque information transmitter 1-2 are connected to the two output groups, and the two output groups of the brush 6-© are respectively The accessories involved in the connection are connected.

In use, since the lines of each line and the torque information transmitter are matched, the circuit is also normally open and normally off. When the power-on delay type semiconductor type time relay is turned on within the set time, the thyristor is turned on, so that the relay is sucked. The contact is energized. That is, the solenoid valve and the duck tongue move, and the saw gear teeth 6-9 are advanced by one tooth, and the insulating wheel is driven to rotate by an angle (as shown in FIG. 6A), so that all the electric contacts are displaced and the next brush group is energized. All the electrodes are replaced once, and the starting point of the cylinder stop sequence is shifted down. Exhaust gas circulation is used for orderly guidance. The two sets of pipes of the original machine are added into four sets of pipes, including an intake pipe, a first exhaust pipe, a second exhaust pipe, and an exhaust gas circulation pipe disposed on the top surface of the engine.

 The intake and exhaust pipes are auxiliary accessories that function as a separate guide for the mixture or air, the circulating exhaust gas, and the exhaust gas. Since most of these pipes are arranged in the upper part of the cylinder head of the engine, the length of the intake pipe of the original machine should be changed as little as possible. Since the exhaust pipe has a long angle, the geometry of the exhaust and circulation pipes should be made large. some. In addition, due to the water cooling function in the exhaust gas circulation, the exhaust pipe and the circulation pipe and the fittings connected along the pipe should be made of stainless steel.

 1, the intake pipe

 The intake pipe is composed of an air cleaner, a carburetor or a turbocharger 1-7, an intake main 1-6, an intake distribution main pipe 1-®, an intake manifold 1-®, and an intake switching valve. . Mix the mixture or air into the cylinder with the valve phase of the original unit. If the mixture is to be heated, it is realized by the exhaust gas preheating regulating valve 1-©.

 2, the first exhaust pipe

 The first exhaust duct is composed of an exhaust switching valve 1_@, a first exhaust branch ι-©, an exhaust gas quick-cooling regulator, and a first exhaust duct. The exhaust gas is sent to the water intercooler 1-3 by an exhaust gas switching valve as commanded.

 3. Exhaust gas circulation pipeline

 The exhaust gas circulation pipe is composed of an exhaust gas delivery pipe 1-0> and a circulating exhaust gas distribution main pipe. According to the instruction, an intake switching valve and the exhaust switching valve are closed at the same time to close the intake port, and the exhaust gas after the intermediate cooling is sent into the cylinder along with the gas distribution phase of the original machine, and the secondary combustion of the exhaust gas is performed.

 4, the second exhaust pipe

 The second exhaust duct is composed of an exhaust switching valve ι-@, a second exhaust branch ι-Θ, a second exhaust main pipe 1-©>, and an exhaust manifold 1-©. The second exhaust gas and the remaining exhaust gas after switching are discharged from the second exhaust pipe through a turbocharger or directly into the atmosphere.

 5, inlet / exhaust electromagnetic switching valve

 The intake electromagnetic switching valve 1- and the exhaust electromagnetic switching valve 1-@ are the execution control components, which are driven by a solenoid valve or a hydraulic/pneumatic valve or a motor gear valve. The function is to press an intake and exhaust according to the command. The gas switches the input and output, so that the cylinder produces the cylinder deactivation cylinder, and realizes the double mode effect of the main combustion and the secondary combustion of the cylinder. The valve body is installed at the inlet and outlet of the original machine.

The function of the two is the intake pipe, exhaust gas circulation pipe, and the first row of the engine combustion cylinder. The gas pipeline and the second exhaust duct are used for orderly switching and grooming. When the torque detection system directly detects the output torque (power) of the engine and the resistance torque (load) that is overcome, it drops or rises to a certain step set, that is, the command is issued (power off, energized) by the solenoid valve. Or liquid gas valve or motor gear valve (optional), drive the intake and exhaust switching valve to operate at the same time. According to the set cylinder deactivation sequence, the airway of a certain cylinder is closed or opened by moving forward or decreasing.

 The exhaust switching valve that retains two main gas cylinders for the engine is set to the normally-on exhaust gas circulation state, and the intake switching valve is set to the normally-mixed gas or air state. The exhaust switching valve of the remaining cylinders is set to the normally-open second exhaust state, and the intake switching valve is set to the normally-on exhaust gas circulation state.

 The intake switching valve matches the gas distribution of the spoiler, as a mixture of low and low pressure mixtures, air and low pressure air.

 Intake electromagnetic switching valve 7-2 and exhaust electromagnetic switching valve 7-©, both are double-chamber valves, such as air inlet and exhaust port are arranged on the left and right sides, then the two valve bodies are respectively installed; The gas and exhaust are co-located on one side, then the two valve bodies are combined and installed; the intake switching valve 7-2 and the exhaust switching valve 7- © intermediate mounted valve shaft 7- ©, the length of the shaft is adjusted according to the installation method, the shaft Mounting the valve on the rod: The intake valve is a double-sided single-sided bevel 7- @, the exhaust valve is a single-sided double-sided beveled 7- ©, one end of the shaft and the two-way solenoid valve 7- ©, the other end and the pulling force The spring 7-Θ is connected, the pre-tightening force is applied, the upper end of the valve body is respectively connected with four sets of pipes, and the valve body and the pipe are made of stainless steel material;

 In use, there are two basic cylinders that are set to the normal main combustion state and maintain a basic power output. When the solenoid valve is connected to the torque-increasing command of the torque device or the microcomputer (ECU), its action pushes the valve plate to rotate 90 ° (as shown in Figure 7), and the intake electromagnetic switching valve opens the inlet port of the mixture or air. The exhaust gas circulation nozzle is closed. The exhaust electromagnetic switching valve is the same as the intake electromagnetic switching valve, and the exhaust pipe is opened to the first exhaust pipe port, and the second exhaust pipe port is closed. The added cylinder enters the main combustion work. If the power is not enough, the cylinder will enter the main combustion state in the same action step, and the cylinder expansion will be stopped until the power and load balance is reached.

 When the solenoid valve is connected to the cylinder stop command, the action pushes the valve plate to reverse 90 °, and its intake switching valve and exhaust gas switching valve are turned from closed to closed, and closed to open. In addition, the circulating exhaust gas after the intermediate cooling is sent to the cylinder along with the gas distribution phase of the original machine, and the secondary purification combustion work is performed. The exhaust gas after the second combustion is discharged into the atmosphere by the second exhaust pipe or after passing through the turbocharger. The same is true if it is controlled by a microcomputer (ECU).

The whole process of the above-mentioned intake and exhaust switching realizes the double-mode effect of the main engine and the secondary combustion work of the engine cylinder stop cylinder, and obtains the discharge effect of 80% of the circulating exhaust gas in the secondary combustion work of the cylinder. 6, the actuator

 One of the solenoid valve or pneumatic/hydraulic valve or motor gear valve is available.

 (1) Solenoid valve, with two-way thrust and automatic locking function, quick response, but the size of the drive solenoid coil is large. It can prevent the switching valve disc from being displaced under vibration. In particular, if the intake switching valve generates a leak, it will cause a mixture or air and circulating exhaust gas to burn ahead in the valve chamber.

 The structure has the following structure as shown in FIG. 8 and FIG. 8A. The valve body 8-1 is arranged in an upper and lower structure, and two sets of driving coils 8-2 are respectively mounted on the left and right sides of the upper part, and the driving armature 8- is mounted in the skeleton of the driving coil 8-2. , in the middle of the drive armature 8 - ©, respectively, install two sets of locking solenoids 8--, drive armature 8-3 and the lower part of the valve body 8-1 drive link 8--, drive link two 8 - ©, the drive link three 8- @ consists of the link group connection, the drive armature 8-3 is provided with a power connection device at both ends, the power receiving device is a contact spring pin 8 - ©, elastic electric contact 8 - ©, Solenoid terminal 8 - ©, Locking coil terminal 8 - ©, Locking solenoid 8 - ® in the frame, respectively Mounting pin-type armature 8--; Solenoid valve contact spring pin 8 - ©, Locking coil terminal 8 - ©, Matching connection with the cylinder locker, one end is normally energized wiring, the other end is normally disconnected wiring, the latching armature of the locking solenoid valve is 8--, often inserted in the drive In the side hole of the armature, the driving armature 8-3 is prevented from moving;

 When in use, when the solenoid valve is commanded, the normal passage is de-energized. Once the lock-up valve is de-energized, the latch-type armature is driven out of the armature jack by the force of the spring 8-10. At the same time, the normally open circuit is energized, and under the action of electromagnetic force, the driving armature is pushed to the left. At the same time, the linkage group drives the switching valve shaft to rotate 90° (as shown in Fig. 7), so that the intake electromagnetic switching valve and the exhaust electromagnetic switching valve simultaneously complete the switching action.

 When the thrust of the driving armature hits the spring pin, the energized electromagnetic coil is immediately powered off. At the same time, the other locking coil is switched on, so that the other pin-shaped armature locks the armature until the next command is started. The same is true if it is controlled by a microcomputer (ECU).

 (2) Air pressure / hydraulic valve, also has two-way thrust and automatic locking function, the driving force is large, but there is hysteresis. The power source is selected according to the original machine to be matched: In the case of a vehicle engine, the hydraulic valve takes the oil pressure supplied by the oil pump or the fuel pressure supplied by the high pressure oil pump. The air pressure valve takes the air pressure supplied by the vehicle brake air tank or the air pressure supplied by the secondary air injection air tank. In the case of marine or other engines, the hydraulic valve is the same as above. If the original machine uses a secondary air injection device, the pneumatic valve takes its supply pressure.

In order to prevent hysteresis, a mixture or air and a circulating exhaust gas are generated, which are combusted in the intake switching valve chamber. It is required to install a check valve on the intake pipe and the exhaust gas circulation pipe. The volume of the pressure chamber is set depending on the application, but it is made into a replaceable piece. The air pressure/hydraulic valve has the following structure as shown in Fig. 9. The pressure valve body 9-1 is arranged in the middle and lower parts, and the upper part is provided with two sets of solenoid valve coils 9- ©, plunger type armature 9- ©, solenoid valve terminal 9- © and pressure spring 9 - © Solenoid valve, plunger armature 9 - ©, external adapter 9-2 and external loop 9-3 for switching action, hydraulic / pneumatic piston 9- ® With the piston shaft 9-®, the drive rod (9-@ connection, and then the lower link of a 9- ©, link two 9- @, link three 9-13.

 When in use, the solenoid valve on the right is set to the normally energized state. Under the action of electromagnetic force, the plunger type armature is inserted into the pipeline passage, so that the supply passage is closed 9-2, the circuit is opened and relieved, and the left solenoid valve is de-energized, under the action of the spring 9-7. , the plunger armature exits the pipe passage. When the supply is opened and the circuit is closed, the oil pressure or air pressure in the pressure chamber is rapidly increased, and the piston is pushed to the right dead point 9-8. At the same time, the linkage group is actuated to drive the switching valve flap to rotate 90 °.

 The liquid or gas in the pressure chamber on the right side flows into the oil pan or tank while the pressure increases on the left side, and the gas is discharged into the atmosphere. The left pressure chamber maintains sufficient pressure to prevent the piston from moving and continues until the next command is initiated. The same is true if it is controlled by a microcomputer (ECU).

 (3) The motor gear valve realizes the two-way thrust by the forward and reverse rotation of the motor, and is locked by the internal force of the gear set. The valve body structure is tight. Use miniature DC servo gear reduction motor or split motor (microcomputer control). For the current signal sent from the stop cylinder regulator, a forward and reverse commutation circuit is added to the line.

 The motor 10-1 is mounted on the gear valve body 10-2 and coupled to the reduction gear set 10-3, and the power supply device is provided on both sides of the gear valve body 10-2. The device consists of steel ball 10-8, leaf spring contact 10-9, spring 10-@, terminal 10- ©, reduction gear set 10-3 with drive rack 10-4, oblique pin 10- © , drive rack 2 10 - ©, internal spline gear 10 - © combination coupling, reduction gear ratio 10-3 reduction ratio and rack stroke length, to meet the requirements of the inlet and outlet switching valve valve can rotate 90 ° .

When in use, when the left terminal is connected to the power-on command, the motor runs to drive the reduction gear set. The belt pin of the rack is moved to the left in a straight line, and the rack ₂ drives the inner spline gear to rotate. When the oblique pin is moved to the left end, the steel ball is lifted up, and the electric contact is separated and the electric motor is stopped, so that the motor stops running. At this time, the steel ball on the right side has fallen, and under the action of the spring force, the electric contacts on the right side are connected. At the same time, the rotation of the internal spline gear has rotated the switching valve plate by 90°. When the next command is energized, the reverse operation completes the above actions. If controlled by a microcomputer (ECU), the motor is directly mounted on the valve body of the intake and exhaust switching valve, and the valve body piece is directly driven to rotate by 90 °, and the forward and reverse directions are operated.

 7, exhaust gas rapid cooling regulator

 The exhaust gas quick-cooling regulator is a general-purpose auxiliary fitting that automatically adjusts the balance when the pressure of the circulating exhaust gas in the pipeline exceeds or falls below a certain value. When the temperature of the circulating exhaust gas in the pipeline exceeds a certain set value, the water spray is cooled and then sent to the water cooler.

 The setting of the temperature control inside the pipe is determined by the type of the original machine to be matched. For the gasoline engine, the temperature measurement in the circulating exhaust gas distribution main pipe (as shown in Fig. 13) is temporarily set to 400K for the original machine to implement the spoiler purification combustion mode; if the secondary air injection oxidation combustion mode is implemented, the temporary setting is temporarily set. It is 700K. For diesel engines, if the turbulent flow purification combustion mode is implemented, it is temporarily set to 200 Κ; if the secondary air injection oxidation combustion mode is implemented, the current setting is 800 Κ.

 The above temperature setting is considered for the characteristics of the secondary combustion mode of the exhaust gas. Example: If the spoiler purification combustion method is implemented, the focus is on the gas density of the gas in the cylinder. If the secondary air injection oxidative combustion method is implemented, the focus is on the temperature at which the cylinder needs to be oxidized and expanded. In short, it is necessary to carry out repeated experiments on the matched original machine, and adjust the setting according to the temperature value suitable for the model. The whole is required to be made of stainless steel.

 The structure of the exhaust gas quick-cooling pressure regulator is as shown in Fig. 11, which is composed of a first exhaust manifold 11-- and a second exhaust manifold 11-@, and the first exhaust manifold 11- The solenoid valve 11 in the solenoid valve housing 11-1 - © the spray pipe 11 - © control, the water spray pipe 11-6 and the water tank 11 - 7 are fixed by the support seat 11 - @ and the valve seat 2 - @ @ In the upper part of the first exhaust manifold 11-@; between the first exhaust manifold 11-© and the second exhaust manifold ii-Θ, a pressure regulating valve is installed on the left and right sides, and the pressure regulating valve is regulated by the pressure regulating valve body ii- G), pressure regulating valve 11- Θ, heat-insulating sliding sleeve ιι-β), valve seat ιι-©, pressure spring

11- © and valve seat 2 11- @ composition; the first exhaust manifold 11- @ the right end of the exhaust gas delivery pipe ιι-Θ, the central nozzle is connected to each cylinder's exhaust switching valve first exhaust pipe branch 11- ® The left end of the second exhaust manifold 11-@ is coupled to the turbocharger or the outer exhaust pipe 11--, and the central nozzle is respectively coupled to the second exhaust branch of the exhaust switching valve of each cylinder.

In use, in the normal state, the exhaust gas is switched by the exhaust gas switching valve of the main gas cylinder, and is sent to the first exhaust manifold through the first exhaust branch pipe, and then sent to the water cooler by the first exhaust main pipe 11-10. . The exhaust gas switching valve of the secondary gas cylinder transports the exhaust gas after the secondary combustion to the second exhaust manifold through the second exhaust manifold, and then is sent to the turbocharger by the outer exhaust pipe 11-- Directly discharged into the atmosphere. When the temperature switch 13-3 or the temperature sensor (microcomputer control) on the circulating exhaust gas distribution main pipe detects that the temperature of the circulating exhaust gas rises to a certain set value, that is, the circuit is turned on, so that the electromagnetic valve acts to open the water supply passage 11- 5. The pressurized water supplied from the engine water pump is sprayed into the main lumen 11-©. When the temperature of the circulating exhaust gas drops to a certain set value, the temperature switcher automatically stops power, and the solenoid valve closes the water supply passage under the action of the spring force. Turns on until the next phenomenon occurs.

 When the air pressure in the first exhaust manifold increases to a certain value, the right pressure regulating valve 11-14 is automatically opened, and the exhaust gas flows into the second exhaust manifold until the air pressure in the two chambers reaches equilibrium, at the spring force. The valve closes under the action of 11-©. If the air pressure in the first exhaust manifold is lower than the air pressure in the second exhaust manifold, the valve on the left is automatically opened until the air pressure between the two tubes reaches equilibrium.

 Thus, the cylinder for secondary combustion of the exhaust gas of the engine is realized, and sufficient circulating exhaust gas supply amount and supply air pressure are maintained at any time. The same is true if using microcomputer control.

 8, circulating exhaust water cooler

 The circulating waste water water cooler is a general auxiliary accessory. The function is to deliver the circulating exhaust gas to the cooling coil, and use the engine water pump to supply water for circulation cooling in the intermediate cooling chamber. According to the requirements of secondary combustion of circulating waste gas, three kinds of piping methods are adopted. The cooling coil is required to be made of a heat-dissipating brass material.

 The structure is shown in Figure 12, Figure 12A, Figure 12B:

Exhaust gas circulating water cooler 1- ©, a semicircular water tank body is arranged on the outer periphery of the torque device 1-1, and the upper and lower ends of the tank body are respectively connected to the first exhaust gas conveying pipe 3-@, the exhaust gas circulation conveying pipe 3- @, The lower end of the two tubes are respectively connected to the exhaust gas accumulator tank 3- @, the exhaust gas accumulator tank 3- @lower connection cooling coil; the cooling coil can be one of the following three: if the matching original machine is using secondary air For gasoline engine and diesel engine with injection oxidation combustion mode, the corrugated pipe with special size and spacing is used. 3- @ _; If the gasoline engine adopts the turbulent flow purification combustion method, the bellows 12- © which is specially arranged with special wave pitch is used. For the turbulent flow purification method, the vertical and horizontal grids of the smooth tube are arranged. 12- © ; The cooling water tank is connected with the water pump circuit water pipe to form a circulating cooling state.

 In use, the exhaust gas sent from the exhaust gas rapid cooling regulator is guided to the exhaust gas accumulator tank 3-© by the first exhaust gas delivery pipe, and is distributed to the cooling bellows in the tank. The circulating water in the cooling water tank carries away the heat on the wall of the bellows, thereby effecting a mid-cooling effect. The exhaust gas after the intermediate cooling is then sent to the circulating waste gas distribution main pipe by the exhaust gas circulation pipe 3-©.

9. Recycling exhaust gas distribution supervisor The circulating exhaust gas distribution supervisor is a general auxiliary accessory. The function is to transfer the delivered medium-cooled exhaust gas to the exhaust gas intake branch pipe of the opened intake air switching valve, and send it into the cylinder according to the valve phase of the original machine to perform secondary combustion and purification of the in-cylinder exhaust gas. The tube body is also made of stainless steel.

 The structure is shown in Figure 13: The circulating exhaust gas distribution main pipe, the left end of the main pipe casing 13-1 and the circulating exhaust gas conveying pipe 13- ©, the lower side of the pipe body and the intake switching valve 13- of each cylinder respectively Branch pipe 13- © coupling; If using microcomputer control, a temperature switch or temperature sensor 13-3 can be installed on the upper side of the left end of the pipe body.

 When in use, when an intake switching valve is opened, the exhaust gas intake branch pipe is opened according to the command, so that a certain cylinder is turned from the main combustion to the sub-combustion state. The circulating exhaust gas delivery pipe is sent to the intermediate-cooled exhaust gas with a low pressure value, and enters the cylinder with the valve phase of the original machine. After the compression stroke, with the ignition timing of the original machine, the mixed gas flame that has been ignited in the turbulent flow chamber and the rapid high-pressure jet type turbulent flow combustion.

 If the original machine uses a secondary air injection oxidation combustion mode, the injected air expands at high temperature and high pressure, and at the same time oxidizes the residual combustion quality in the exhaust gas.

 When the temperature of the exhaust gas in the exhaust gas distribution main pipe rises to the temperature demand setting value of the matched original machine, the temperature switcher energizes 13-3 to make the solenoid valve act 11-2. Others have been described in the exhaust gas quick-cooling regulator. If the microcomputer control is used, it is carried out by the temperature sensor, and the rest is the same.

 Third, the combustion system

 The combustion system is a partial improvement of the combustion system of the matched original machine, mainly for the implementation of secondary combustion of the circulating exhaust gas, and adopts two secondary combustion modes: namely, a constant lean mixture or a constant thin oil (micro oil). Flow purification combustion method, secondary air high pressure injection oxidation combustion method (referred to as: spoiler combustion, oxidative combustion). The turbulent combustion is a two-mode combustion, which performs a low-temperature after-speed turbulent layered combustion on the main gas cylinder and improves the full combustion effect. The secondary gas cylinder for secondary combustion of the circulating exhaust gas is subjected to a turbulent flow purification combustion work. In the oxidative combustion mode, the cylinder for secondary combustion of the circulating exhaust gas is used for expansion and oxidation combustion.

 Spoiler combustion method: Partially improved the cylinder head of the overhead valve shaft type of the matched original machine (as shown in Figure 14). The control of gas distribution, oil distribution, ignition, etc. is more complicated, and some fuel consumption. However, the space occupied by the engine is correspondingly smaller.

 Oxidation combustion method: Only the air cylinder of the cylinder head of the matched original machine can be installed at an appropriate position, and the thermal efficiency of the engine is correspondingly improved. However, there are more accessories to be added to the high-pressure gas distribution, and the space occupied by the engine is correspondingly larger.

Add the following accessories: 1. Spoiler combustion valve mechanism

 The turbulent combustion valve mechanism is a control element. The function is to perform phase sub-gas distribution and sub-fuel distribution on the engine, perform low-temperature and low-speed turbulent layered combustion on the main combustion cylinder of the engine, and perform turbulent exhaust gas purification combustion on the auxiliary combustion cylinder. Installed on the original cylinder head of the original air intake rocker arm in the appropriate position. Spoiler Combustion Chamber 1 @ @ Installed in the cylinder head does not affect the proper position of the original machine parts.

 The embodiment relates to an exhaust gas rapid cooling cycle, a waste gas water cooling, a long-term high-temperature cycle combustion in a waste cylinder, a secondary air high-pressure injection high-temperature oxidation combustion, and the like, and the water cooling system of the matched original machine is heated faster, and the original machine is required to be improved. The water supply pressure of the pump increases the heat dissipation area of the original radiator, and strives to meet the normal water temperature requirements of the engine.

 The spoiler combustion valve mechanism (shown in Figure 14) is operated in parallel with the intake valve mechanism of the matched original machine to complete the switching action. However, the spoiler chamber valve is opposite to the switching direction of the original valve and is lifted. This method facilitates installation on the cylinder head. In order to prevent air leakage in the spoiler chamber during combustion, the valve shaft of the spoiler combustion chamber is designed to be rigid and self-locking.

For the volume of the turbulent combustion chamber 14- ©, the initial enthalpy is set according to the cylinder volume of 15~25 %, the excess air coefficient of the mixture is # _a , the initial enthalpy is 1. 1~1. 2 setting, the disturbance in the cylinder The flow combustion temperature must not exceed 1500 °C. The task of turbulent combustion is: low temperature after-speed turbulent layered combustion of the main gas cylinder. Therefore, it is required that the flame injected into the cylinder in the spoiler chamber has a surplus of oxygen in addition to the fuel itself, which is required for the combustion of the lack of oxygen in the cylinder. Get the formation of carbon monoxide (C0), hydrocarbons (HC) and particulates and soot. For the secondary combustion cylinder that purifies the combustion by the secondary turbulent flow of the exhaust gas, it is required to have excess oxygen in the turbulent flow to supply the combustion demand of the residual combustion quality in the exhaust gas. However, the combustion temperature is limited to 150 CTC, and the production of nitrogen oxides (NOx) is obtained. In short, to match the test effect of the original prototype, adjust the appropriate spoiler volume and excess air coefficient # _a value.

 Spoiler chamber valve shaft lower column 14- © size, when the cylinder intake stroke is terminated, the spoiler chamber also sucks in enough mixture (the actual exhaust gas entering the spoiler chamber is pressurized), but prevents the mixture Without being drawn into the cylinder as a limit, test and calculate the spoiler valve shaft lower column 14-© under this condition.

 The spoiler combustion chamber and the main cylinder combustion chamber are respectively installed with one set of spark plugs or injectors, and separate control is performed according to the ignition timing of the original machine.

The structure of the spoiler combustion valve mechanism is shown in Fig. 14, Fig. 14A, Fig. 14B. In the lower part of the engine cylinder head, opposite to the exhaust valve, a spoiler ι- @, turbulent combustion chamber 1_@中Outside, installed with spoiler injector or spark plug 1- @, spoiler combustion chamber 1_ @ As a spoiler combustion inlet 14-©, spoiler combustion inlet 14-© external and constant lean mixture switching valve connection,

 The valve shaft is combined with the upper and lower sections, respectively, the spoiler valve shaft lower column 14- © and the spoiler valve shaft upper column 14-@, and the spoiler valve sleeve 14-@ is fixedly mounted on the cylinder head, and the spoiler The valve sleeve 14-@ is divided into 120° on the outer wall of the upper end, and has three round holes for locking the ball 14- @, the upper part of the lower shaft 14-© of the spoiler valve shaft, and a bevel ring groove along the circumference of the shaft 14-©, the inner wall of the lower end of the valve casing 14-@, also has a bevel ring groove 14-©, embedded locking ball 14- @ installed on the spoiler valve sleeve 14-@, spoiler valve shaft column 14 -@The valve shaft lower column head 14-@ is positioned with the positioning pin 14-@, and the lower end of the spoiler valve shaft 14- @ is aligned, and the valve adjustment gap between the two shafts is 14-©, spring The lower seat 14-@ is coupled with the valve casing 14-©, and the upper and lower shafts of the valve are embedded in the cavity, and the pressure spring 14-@ is mounted between the spring upper seat 14-@ and the spring lower seat 14-@, The valve positioning arm 14-© on the arm support column 14-@, positioning and pressing the spoiler valve upper column 14-@ and the spring upper seat 14-@, the valve positioning arm 14-© and the spring upper seat 14-@ Between the rolling steel ball 14-©, the rear end of the spoiler shaft upper column 14-@, with the valve lift arm 14-11, the fork-shaped auxiliary rocker 14-@ supported by the rocker support column 14-@ , the two forks of the left side of the auxiliary rocker arm 14-@, inserted into the dimple 14-@ on both sides of the valve lift arm 14-, the main rocker arm 14-© of the intake valve on the cylinder is provided with the sub-pressure arm 14-@, The right end of the auxiliary rocker arm 14-@ is pressed into the dimple; the spring upper seat 14- @, the spring lower seat 14-@, the valve housing 14-@, and the valve shaft can be freely rotated on the upper and lower shafts of the spoiler valve. .

 In use, according to the valve phase of the original machine, under the push of the camshaft, the main rocker arm of the cylinder intake valve will open the intake valve. At the same time, the auxiliary pressure arm presses the right end of the fork-shaped sub-rocker downward. 14-© ©, the two forks at the left end of the auxiliary rocker arm raise the spoiler valve shaft to open the valve. When the spoiler valve stem is lifted up, the valve casing moves up and down 14-©. The locking ball 14-@ is unlocked in the bevel ring groove on the lower shaft of the valve, the downward binding force of the valve sleeve 14-13, and the annular bevel on the lower shaft of the valve and the inner wall of the valve casing The function of locking the steel ball from the round hole in the valve sleeve is pushed from the inside to the outside in the bevel ring groove on the inner wall of the valve casing 14- @.

When the spoiler valve stem moves downward, the steel ball is locked for the above reverse movement. When the spoiler chamber valve is closed, the locking ball has been pushed into the bevel ring groove on the lower shaft of the valve to perform the rigid locking of the valve. The adjustment of the valve clearance is to increase or decrease the gasket in the valve adjustment gap to achieve 14_©. After the above implementation steps, the spoiler valve mechanism, the spoiler combustion chamber, and the main gas cylinder are turbulent, and the constant lean mixture or pure air is sucked in. When the secondary gas cylinder is turbulent, the low pressure constant lean mixture or the low pressure pure air is sucked in. The gas distribution process of the intake ignition combustion is completed. Thereby, a low-temperature flame which is burned in the spoiler combustion chamber is formed, and is injected into the main gas cylinder for post-speed turbulent layered combustion. When it is injected into the auxiliary gas cylinder, the circulating exhaust gas turbulence purification combustion work is performed to realize the combustion double mode effect.

 2, secondary air injector

 The secondary air ejector is a general-purpose control element. The function is to apply a high-pressure air to the auxiliary gas cylinder that has entered the secondary combustion state of the circulating exhaust gas, along with the ignition injection advance angle of the original machine, the ignition injection timing and the sequence. In the auxiliary gas cylinder, the circulating exhaust gas is subjected to oxidative combustion and expansion work. Low-pressure injection can also be applied to the turbulent combustion chamber of a two-stroke (electrically controlled injection) gasoline engine as an oil and gas injector. If the machine adopts the oxidative combustion method, it is the same as above.

 The secondary air injector, if applied to a premixed gas engine, is matched by the spark plug ignition system of the original machine; if it is applied to a fuel injection type engine, it is matched and controlled by the fuel injection system of the original machine. The setting of the secondary air injection amount is temporarily 10 to 15% of the cylinder volume of the original machine. However, it is also necessary to test the original machine and make appropriate adjustment values.

 Its structure is shown in Figure 15, which is composed of hydraulic power delay valve 15-1 or electromagnetic power delay valve, air boost valve 15- ©, high pressure air jet 15- @ three major accessories.

 The hydraulic power-on time-delay valve 15-1 is configured such that the liquid pressure chamber 15-2 and the hydraulic piston 15-- are made into replaceable parts according to different volumes, and the hydraulic piston 15-© pusher end connection length is elastically energized. Delay contact 15 - © three sets, one long contact power terminal 15 - © external control power supply, another long contact internal solenoid booster solenoid 15 - G) , - short contact The electromagnetic coil 15 - ©, the delay valve body and the air boost valve 15 - ©, or separately installed;

 The electromagnetic power-on time-delay valve has the following structure: a solenoid valve is installed on the left side of the time delay valve, and the armature 18-® is coupled with the push rod 18-©, and the push rod 18-- is equipped with a short elastic contact 18--three sets, The push rod end is equipped with a return spring 18- ©, the upper long contact is used as the power supply terminal 18- ® external power supply, and the short short contact is connected to the electromagnetic coil 15-@ of the injection solenoid valve in the air injector. a long contact is connected to the electromagnetic coil 15-@ of the air booster valve in the air injector;

The air pressure increasing valve is configured as follows: the air supply pipe of the secondary air storage tank is externally connected to the left side of the valve body 15 - ©, the annular air passage 15 - @ at the left nozzle, is equipped with a one-way piston 15-@, Eight air-shaped air passages are arranged around the air plenum and are connected to the annular air passage 15-@, and the gas-reducing steel ball is arranged in the return air passage 15 - @ And the return spring 15-@, the booster piston 15-- in the booster chamber, and the piston push rod 15--, the solenoid valve, the return spring 15-@ is mounted on the piston push rod 15--;

 The high-pressure air ejector has a structure in which a valve electromagnetic yoke composed of a valve electromagnetic coil 15-- and a valve armature 15-@ is mounted, and an end of the valve pull rod 15-- is equipped with an air-injecting valve 15--, The valve lever 15- © is equipped with a valve return spring 15- @, and there are eight air passages around the solenoid valve. 15- ©, the air passage 15 - © the upper end is connected to the pumping chamber, and the lower end is connected to the gas accumulator chamber 15- @Connected.

 In use, under normal conditions, the secondary air injector chamber is filled with gas, and the gas pressure is balanced with the pressure in the secondary air storage tank. At this time, the nozzle one-way piston 15- and the gas barrier steel ball 15-- Under the action of the spring force, the intake port and the return air passage are closed. It is required that the air pressure in the secondary air storage tank should reach the pressure value of the gas in the cylinder at the end of the compression stroke in the cylinder of the matched original machine.

 Secondary air injector: If matched to the premixed engine, the ignition advance angle, ignition timing and sequence of the original spark plug. The oil-electric passage reversing valve (shown in Figure 17) matches the distributor to the spark plug circuit on the cylinder, and commutates to the step-down transformer. The depressurized current is then passed to the electromagnetic energization delay valve ( As shown in Figure 18). And controlling the injection timing of the secondary air injector.

 If it matches the mechanical fuel injection engine, it will follow the fuel injection advance angle of the original machine, and the fuel injection timing and sequence. The fuel injection pump is matched to the oil circuit of the cylinder injector, and the oil passage reversing valve is reversed to the hydraulic energization delay valve 15-238. And controlling the injection timing of the secondary air injector.

 If the pump injection engine is matched, the pump injector rocker push rod change valve (shown in Figure 16) is added to participate in the common control, which also controls the oil passage commutation. Others are the same as mechanical fuel injection.

 If it matches the electronically controlled fuel injection engine, the fuel injector of the matched cylinder will be reversing the valve with the oil passage, and the oil passage and circuit of the injector will be commutated and reversed. However, circuit commutation should be used for control. Others are the same as mechanical fuel injection.

 If it is matched with the electronically controlled pump injection type and the electronically controlled common rail pump injection type engine, the comprehensive method of mechanical pump injection and electronically controlled injection is adopted. It is also the oil circuit and circuit of the injector, which performs commutation and commutation. Circuit commutation should also be used for control.

 In short, it belongs to the engine that reverses the oil passage, and it matches the hydraulic power-on delay valve to control the secondary air injector. The engine that belongs to the circuit commutation is matched with the electromagnetic current delay valve to control the secondary air injector. Realize secondary air high pressure injection timing.

Microcomputer (ECU) can be used for air booster valve 15 - ©, air ejector 15 - © and direct implementation Two-way on-off control, reducing intermediate links. However, it is also necessary to use the oil-electric passage reversing valve to perform the power-off and fuel-off of the spark plug and the injector, and also to control the pump-arm rocker push rod change valve.

 When the oil passage directional control valve is connected to a torque or microcomputer (ECU) command, the oil path to the matched cylinder injector is cut off. The high pressure fuel is commutated to the hydraulic energization delay valve 15-238, and the oil pressure in the pressure chamber of the time delay valve is rapidly increased. The fixed plate of the elastic contact is moved to the right by the thrust of the piston, and the two long contacts are first turned on. The booster solenoid valve is energized to push the booster piston to compress 15-©, so that the gas pressure in the injector is further increased. Immediately after the short contact is energized, the valve solenoid valve energizes to open the valve 15-10. The secondary air injects pure air into the secondary combustion secondary cylinder at a very high pressure and speed.

 The fuel supply of the hydraulic power-on delay valve has been terminated by the fuel injection pump, and the fuel in the pressure chamber flows through the oil return pipe 15-10 to the fuel tank. Under the action of the return spring force 15-4, the piston moves to the left quickly, causing the short contact to be powered off early. Under the action of the valve return spring force 15- @, the air injection valve is quickly closed. Then the long contact is also powered off, and the booster piston is lifted up quickly under the action of the return spring force 15-@. Under the high gas pressure in the annular air passage, the gas-blocking steel ball in the trapped air passage is quickly opened 15 -, and the one-way piston of the nozzle is also opened, so that the high-pressure gas in the secondary air storage tank is quickly charged. Pressurization chamber and accumulator chamber 15 - © ©.

 When the pressure in the secondary air injector chamber is balanced with the pressure in the secondary air storage tank, the gas barrier steel ball and the one-way piston close the return air passage and the air supply nozzle under the action of the spring force until the lower An instruction is initiated.

In the above series of control procedures and action steps, the time response of the air injector opening and closing is critical, which is achieved by the mass effect of the hydraulic energization delay valve. Because the fuel pump or the distribution pump supplies the amount of oil to the injector every time, although the pressure is high, the volume is small (between 10 and 40 mm ³ according to different models), and the oil supply time is extremely short (per A combustion stroke is only 0.0000 seconds). Therefore, the volume of the pressure chamber, the stroke of the piston, the speed of pressurization and pressure relief should be fully considered. For the control of the electromagnetic power-on delay valve, it is relatively simple.

 3, pump injector rocker push rod change valve

The pump injector rocker push rod change valve is a dedicated control element. It is mainly designed for mechanical pump injection and electronically controlled common rail pump injection engine. The function is to change the rocker push rod and use the pump injection timing matching control of the original machine. If the secondary air injection oxidation combustion method is adopted, the fuel supplied from the reversing oil passage is pumped. If the turbulent flow purification combustion mode is adopted, the main and auxiliary two push rod changes or the parallel thrust pump pressure are performed, which is realized by replacing the thrust guide blocks 16-9. As shown in FIG. 16, the structure is such that a change solenoid valve composed of a changeover electromagnetic coil 16-2 and a change armature 16-© is attached to the left side of the valve body 16-©, and is coupled with the push-pull rod 16-© in the valve body, and is pushed. The pull rod 16-© is equipped with a push-pull guide 16-©, the chute of the push-pull guide 16-© is embedded with the thrust guide 16-®, the thrust guide 16-® is a replaceable part, and the upper part is provided with a return clamp 16-@ and pressure spring 16-©, thrust guide 16-® presses the lower push rod 16-8 normally, and the right side of the thrust guide block 16-® abuts the lower end shoulder of the push rod 16-© on the pump rocker arm Upper, the upper part of the valve body is provided with a hydraulic chamber 16-@, the hydraulic chamber 16-@ is provided with a hydraulic piston 16-©, the hydraulic chamber 16-@ is provided with a return oil passage on both sides, and the return oil passage is provided with a liquid-proof steel Ball 16-© and spring 16-@, the left return oil passage is externally connected to the oil supply pipe 16-©, and the right-shaped upper oil passage is connected to the external oil supply pipe 16-@. The hydraulic chamber 16-@ and the hydraulic piston 16-© are made of replaceable parts of different volumes to accommodate the matching of various engines.

 In use, in the normal state, the upper and lower rocker pushers and the thrust guides (16-9) that are copied are often connected. Under the action of the original cam, the push rod and the guide block move up and down, pushing the rocker arm to pump the plunger of the pump injector. The pressure of the return clamp and spring 16-@© causes the thrust guide to return downward and prevent the pusher from jumping. The oil-resistant steel ball 16-© in the oil passage on both sides of the hydraulic chamber, under the pressure of the spring, one will close the inlet passage and the other will close the oil passage. The hydraulic chamber is already filled with fuel with a higher pressure.

 When the solenoid valve is connected to the torque or microcomputer (ECU) command, it immediately energizes. The push-pull rod on the armature pulls the push-pull guide block and the thrust guide block 16-69 to the left side, abutting against the shoulder of the auxiliary push rod, so that the auxiliary push rod and the thrust guide block and the rocker arm lower push rod form a series connection. When the cam of the original machine is pushed up, the push rod and the thrust guide and the auxiliary push rod move upward to cause the piston 16-© to compress. The generated high-pressure fuel, which breaks the oil-resistant steel ball of the return oil passage, flows through the oil pipeline to the hydraulic power-on delay valve 16-238 of the secondary air injector.

 Under the action of the return spring 16-14, when the piston is descended, the reaction force of the fuel in the oil pipe and the force of the spring cause the oil-resistant steel ball to immediately close the return oil passage port 16-©. At the same time, the oil-electric passage reversing valve, the pressure fuel to the pump injector, and the reversing oil supply pipe 16-©, the other oil-resistant steel ball in the return oil passage is opened, and is directed to the hydraulic chamber Full of pressure fuel. Then the oil-resistant steel ball closes the return oil passage.

 When the original cam moves up again, the above operation is repeated. When the solenoid valve is de-energized, under the action of the return spring 16-5, the push-pull guide block and the thrust guide block are pushed to the right side, and the rocker arm push-rod is abutted, and the pump injection operation is repeated. Until the next instruction starts.

The electric control pump injection and the electric control common rail pump injection type engine are matched with the secondary air injection oxidation combustion method. If the oil passage commutation method is adopted, the action and procedure of the push rod change valve are the same as above. But should adopt Injector solenoid valve timing, circuit commutation method, its control is relatively simple. Microcomputer (ECU) control is also simple.

 4, oil and gas passage reversing valve

 The oil-electric path reversing valve is a universal actuator. It can match the secondary air injection oxidation combustion system and the circulating exhaust gas flow purification combustion system. It has two-way function: First, for the spark plug ignition type engine, the electric energy supplied to the spark plug timing is supplied to the step-down transformer by the electric circuit, and the current after the step-down is sent to the electromagnetic power-on delay valve to control the second time. The injection timing of the air injector. If the circulating exhaust gas turbulence is cleaned and burned, the spark plug of the cylinder is de-energized, the spark plug of the turbulent combustion chamber is constantly energized, and the ignition timing control is realized.

 The other is to control the secondary air injector injection timing for the mechanical direct injection oil and mechanical pump injection type engine, which supplies the high pressure fuel supplied to the injector and the oil passage to the hydraulic power supply time delay valve. For the turbulent flow purification combustion system, the oil injection to the cylinder injector is cut off, the oil supply to the spoiler chamber is often supplied with oil, and the ignition timing control is realized.

 For the matching electronically controlled fuel injection and electronically controlled pump injection and electronically controlled common rail pump injection type engine, the oil energy and electric energy of the injector will be supplied to the converter for simultaneous conversion and switching, but the conversion circuit should be selected. Matching with the electromagnetic energization delay valve to control the secondary air injector injection timing. The control of the turbulent flow purification combustion system is similar to that of a mechanical direct injection fuel type engine.

 As shown in Fig. 17, the structure is such that the solenoid valve is installed in the middle of the valve body 17-1, the armature 17-® of the solenoid valve is connected to the circuit push rod 17-© and the oil passage push rod 17- ©, the oil passage push rod 17 - © with pressure spring 17- ©, right circuit pusher 17 - © with movable contact 17- ®, power supply valve body with power supply terminal 17 - © and leaf spring contact 17 - @, The lower side is equipped with a normally energized terminal 17-@ and a reversing terminal 17-@. The oil passage hole on the left side of the oil passage push rod is connected to the normal passage of the oil passage valve body. 17- @, reversing The oil passage is closed 17- ©.

 In use, in the normal state, if using the electric path method, the terminal on the right side of the valve body 17- @ © , communicate with the circuit of the spark plug or the injector solenoid valve, press the spark plug ignition advance angle or the fuel injection advance angle, timing energization action. If the oil passage method is adopted, the fuel supply pipe 17- ©10 on the left side is connected with the fuel injection pump and the fuel injector, and the fuel injection advance angle is applied, and the fuel injection action is performed at the timing.

When the solenoid valve is connected to the torque or the ECU, it energizes and the armature pushes the push rod to the left. If the electrical path method is used, the contacts of the terminals 17-© are turned on and the step-down transformer is powered, and the cylinder spark plug is de-energized. At the same time, the oil passage of the left oil passage is closed, and the oil passage is reversed. Being switched on, high pressure fuel flows back to the tank via line 17- ©. If the oil passage method is adopted, the hydraulic oil passage delay valve is actuated by the reversing oil passage.

 When the solenoid valve is de-energized, under the action of the spring force. The putter returns to the right and enters the normal state. Until the next instruction starts.

 5, electromagnetic power delay valve

 The electromagnetic power-on delay valve is a special accessory. The replacement of the hydraulic energization time-delay valve as a secondary air injector matches the spark plug ignition engine. The function is to use the original machine spark plug ignition advance angle ignition timing control, to implement the pressure gas in the secondary air injector cavity, to repressurize and inject the power supply magnetic valve to open and close the elevator.

 As shown in Fig. 18, the structure is such that a solenoid valve 18-23 is attached to the left side of the time delay valve, and the armature is coupled to the push rod 18-5. The push rod is equipped with three sets of long and short elastic contacts, 18-7, and the end of the push rod is equipped with a return spring 18-6. The upper long contact external power supply 18-8, the short contact on the right and the air injector internal wiring solenoid valve 15- ©, the other long contact and the air injector wiring boost solenoid valve 15- ©.

 When in use, under normal conditions, 3 sets of elastic contacts are in a power-off state. When the oil-electric path reversing valve (Fig. 17) is connected to the torque or microcomputer command, the main unit's distributor is supplied to the high-voltage current of the spark plug, and the commutator is connected to the step-down transformer. The electromagnetic energization delay valve supplies current.

 When the time delay valve is energized, the two sets of long electrical contacts are first turned on. The current supplied from the battery causes the air injector booster valve to actuate and again pressurize the pressurized air in the chamber. Immediately after the short contact is energized, the solenoid valve is actuated to open the air injection valve 15-10, and the high pressure gas is quickly injected into the two gas cylinders.

 When the electromagnetic power-on delay valve is de-energized, under the action of the return spring 18-6, the fixed pole of the elastic contact quickly returns to the left, the short contact is first de-energized, and the air-injecting valve is immediately closed. Immediately after the long contact of the booster valve is de-energized, the piston is lifted up to 15-©, and the pressure air in the gas tank is rapidly filled in the air injector chamber, and the intake port is closed during pressure equalization 15-. Repeat the above actions in accordance with the ignition sequence of the original unit.

 When the oil passage reversing valve is de-energized, the secondary air injector stops all actions until the next command is activated.

 6, fuel pressure regulating pressure relief valve

The fuel pressure regulating pressure relief valve is a special accessory with a simple structure. It is designed for constant-flow oil (micro-oil) injectors for spoiler purification combustion systems and spoiler combustion chambers. It is matched with mechanical fuel injection, mechanical pump injection, electronically controlled fuel injection, electronically controlled pump injection and electronically controlled common rail pump injection engine. The function is to the oil and gas passage reversing valve, The high-pressure fuel that has been commutated is supplied to the spoiler injector after being pressure-regulated and depressurized. Implement the flexible spray effect of constant thin oil (micro oil).

 The constant pressure valve and the one-way piston 19-34 are made into different volume replacement parts to suit the matching of different models. The key to the purpose of achieving pressure regulation and pressure reduction and constant pressure is the stress of the two springs and the setting of the oil holes on both sides. The high pressure limit and low pressure limit of the return valve 19-7 and the oil delivery valve 19-6, that is, the reaction force of the spring should be accurate. The precision of the spring is required to be high, and the size of the oil pipe is also the standard for constant oil supply.

 As shown in Fig. 19, the structure is: the left side of the valve body is a three-way oil supply pipe 19-1, and the middle part is installed with two sets of replaceable flat constant valve 19-3 with a return oil passage, and the three-way oil supply pipe 19-1 A holed partition is provided at the joint with the valve body to block the one-way piston 19- in the flat constant valve 19-3, and the one-way piston 19- © is equipped with a spring 19-© on the tail rod, with a perforated pad The piece is mounted on the rear end of the spring for adjustment of the pre-tightening force. The end of the hole in which the spring is mounted is provided with an oil passage 19- ©, the oil return passage 19- © is connected to the outer oil pipe.

 When in use, match the spoiler combustion system of a mechanical direct injection oil engine. Under normal conditions, the plunger pump or the rotor-distributed fuel pump of the original machine is connected to the high-pressure fuel pipe of the main cylinder injector, firstly diverted by a three-way pipe. One of the tubes is connected to the main passage of the main gas cylinder after the normal passage of the oil passage directional control valve 17- © ©. The other tube is coupled to the pressure regulating pressure relief valve 19-16 and then coupled to the constant thin oil (micro oil) injector of the turbulent combustion chamber. Thereby, it is possible to complete the turbulent flow purification combustion task, and to continue the low temperature after-speed turbulent layered combustion operation of the main gas cylinder when the engine performs the full cylinder work.

 When the oil-electric passage reversing valve is connected to the torque or the microcomputer, the immediate action oil passage is closed.

17-© , the fuel injector of the main gas cylinder is cut off, and the fuel is recirculated to the oil passage 17- © to return to the fuel tank. At this time, the injector of the spoiler combustion chamber continues to inject oil, and the sub-combustion cylinder that enters the secondary combustion state of the circulating exhaust gas performs the turbulent flow purification combustion work.

 When the oil-electric passage reversing valve is de-energized, the solenoid valve push rod 17-4 immediately returns to the normal passage state, and the fuel injector of the main gas cylinder is supplied with oil, and the low-temperature and rapid turbulent layered combustion is resumed. Until the next instruction is turned on. A series of control procedures and action steps are used to achieve the engine two-burn dual mode effect.

If it matches an electronically controlled fuel injection engine, the gasoline engine is only suitable for matching with sequential, multi-point injection type control systems. First, the circuit connecting the injector solenoid valve is three-way connected, one of which is connected with the normally-on circuit 17- of the oil-electric passage reversing valve, and then connected to the injector solenoid valve of the main gas cylinder. The other is directly connected to the injector solenoid valve of the spoiler. The connection of the oil circuit, and the mechanical injection The spoiler-like combustion control system is the same. This forms a two-pass double-break control method. The main gas cylinder is subjected to low-temperature after-speed turbulent layered combustion, and the secondary gas cylinder that enters the secondary combustion of the circulating exhaust gas is subjected to turbulent purification and combustion. Except for the power-on and power-off control of the injector of the main gas cylinder according to the instructions, other control procedures and method are the same as the mechanical fuel-injection-type combustion control system. The micro-injector injector can be used after the original injector is used to improve the amount of holes.

 If it matches the mechanical pump injection engine. First match the pump injector rocker push rod change valve

(Fig. 16) Set to the simultaneous state. The thrust guide block 16-9 is replaced with a clip type telescopic guide block. Reversing or abutting the shoulders of the main and auxiliary push rods to change or simultaneously perform the pumping action. For the connection of the oil circuit, the high-pressure oil pipe that supplies the injector of the main gas cylinder is firstly diverted by a three-way pipe. One of the tubes is connected to the normally-on oil passage of the oil-electric passage reversing valve, and then connected to the pump injector. The other pipe is connected with the hydraulic chamber supply pipe 16-© on the auxiliary push rod of the rocker push rod change valve, and then connected to the micro-injector of the pressure regulating pressure relief valve and the spoiler combustion chamber (the injector is selected) The direct injector with the improved injection volume hole can be used). In addition to the oil-electric circuit reversing valve, the pump injector is cut off and supplied with oil according to the instructions. The other control procedures and method are the same as the mechanical injection-type spoiler combustion control system.

 If it matches the electronically controlled pump injection and the electronically controlled common rail pump injection engine. The connection of the oil circuit is the same as that of the mechanical pump injection engine. The connection of the circuit is the same as that of the electronically controlled fuel injection engine. For the injector of the main gas cylinder, the circuit and the oil circuit are simultaneously turned on and off according to the instruction. The micro-injector for the turbulent combustion chamber is matched to the same as the electronically controlled fuel-injection engine. Other control procedures and method are the same as mechanical fuel injection spoiler combustion control systems.

 7. Regenerative combustion chamber

 The regenerative combustion chamber is a universal improvement accessory. In the circulating waste cylinder internal combustion system according to the present invention, there is a water spray quick cooling measure. In the circulating exhaust gas, there is a water vapor content, which causes corrosion in the combustion chamber of the conventional process. Therefore, the improvement of the conventional engine cylinder is required.

 The principle for improving the combustion chamber is: to maintain the traditional manufacturing and installation process, but also to ensure sufficient rigidity, in order to reduce corrosion and reduce heat loss. It is especially suitable for the matching of secondary air high pressure injection oxidation combustion systems. The temperature of the inlet cylinder of the exhaust gas can be further improved to obtain a better thermal efficiency.

The improvement measures are as follows: As shown in Fig. 20, the stainless steel material is used, and the cylinder liner 20-4 and the replica piston 20-567 are copied according to the geometrical dimensions of the original machine. A mesh dovetail groove is formed on the inner wall surface of the cylinder liner and the top surface of the piston. The dovetail groove is filled with heat-insulating materials resistant to high temperature, abrasion and oxidation. In order to facilitate the processing, 20% of high temperature resistant metal wire is blended in the insert. In the area where the cylinder head is in contact with the combustion chamber, the insulation arrangement is arranged by means of the piston top, or the insulation material is arranged in such a manner as to surround the intake and exhaust valves. Thereby, the staggered ribs of the stainless steel are formed, and the embedded heat insulating material is clamped and fixed to prevent falling off. It also plays a role in the wear resistance of the piston ring. If the insert needs to be sintered, it is preferably carried out at a temperature below 500 °C.

 Fourth, secondary combustion control system

 The system develops environmental protection measures based on the realization of automatic cylinder deactivation energy-saving measures.

 The realization of this system can purify more than 80% of the exhaust gas. The system implements dual-mode control of operating conditions for all-cylinder operation and variable cylinder operation. In particular, the spoiler combustion system is a double-cleaning method that is expected to achieve zero emissions.

 This system can match all reciprocating piston two-stroke, four-stroke, gasoline and diesel engines. According to the different ignition system control of the original machine, a variety of methods are used to match. There are two ways to recycle the exhaust gas by secondary combustion: that is, the secondary air oxidation combustion mode of the circulating exhaust gas, and the circulating exhaust gas turbulence purification combustion mode. It has been described in the previous four sections. The following controls and descriptions of the system:

 1. Exhaust gas circulation secondary air oxidation combustion gas distribution control system

 The system is mainly for exhaust gas circulation gas distribution and secondary air high pressure injection gas distribution. It is mainly composed of three parts: electrical control system, circulating exhaust gas switching system, high pressure air preparation system. For the gas distribution of the main gas cylinder, keep the air filter of the original mixture (gasoline engine) 21- @, carburetor 21- ©, spark plug 21-©, etc. Pure air (diesel) turbocharger 21-©, injector 21- © control system. Figure 21 is a comprehensive representation of gasoline engine control and diesel engine control.

 As shown in Fig. 21, the electrical control system consists of a battery or generator 21-1, an ignition switch 21-2, a selector switch 21-3, a torque 1-1, a cylinder stop 21--, a microcomputer 21- © And control circuit composition. The solid line in the figure is the integrated control circuit of the microcomputer, and the dotted line is the independent direct control circuit of the torque device.

 Circulating exhaust gas switching system by exhaust gas switching valve 21- ©, exhaust gas cooling regulator 21- ®, water cooler 21 - ©, circulating exhaust gas distribution main 21 - ©, intake switching valve 21 - ® , intake unidirectional Valve 21- ©, secondary gas cylinder 21- @ and circulating exhaust gas delivery pipe and exhaust muffler 21- © composition.

High-pressure air preparation system consists of high-pressure air pump 21- @, air pressure regulating valve 21- ©, high-pressure air check valve 21- @, high-pressure air storage tank 21- @, secondary air distribution pipe 21- @, branch one-way Valve 21- @, secondary air injector 21- @ and oil passage directional control valve 21- ©, hydraulic, electromagnetic energizing delay valve 21 - © Composition, if it matches the vehicle engine, it can be used with brake system gas storage tank Gas source A secondary pump pressure is applied to achieve high pressure gas.

 In use, when the engine is selected as the all-cylinder work state by the selector switch 21-3, the automatic cylinder shut-off system and the combustion system are stopped. When the cylinder is selected as the working state of the variable cylinder, the front system enters the operation. On the basis of the power output of the two basic main gas cylinders, when the torque or the microcomputer commands, the main gas cylinder is rapidly increased in work, and the output of the incremental cylinder is increased. When power (power) and overcoming resistance (load) reach equilibrium, (actually, 10 to 20% surplus power is maintained at any time).

 When the resistance torque (load) drops to a certain step value, the torque device or the microcomputer commands that a main gas cylinder stops working and shifts to the sub-combustion state, and is executed by the intake switching valve to send the circulating exhaust gas into the auxiliary gas cylinder. The secondary air injection timing is achieved by matching control with the spark plug ignition system and the fuel injection ignition system.

 2. Secondary air injection timing spark plug ignition system control system

 The system is mainly for the premixed gas engine to match the secondary air injection, and the oxidizing combustion is performed on the circulating exhaust gas. It consists of an electrical control system and a secondary air injection timing control system.

 As shown in Fig. 22, it is composed of a battery or generator 22-1, an ignition switch 22-2, a selector switch 22-3, a torque 1-1, a cylinder cylinder regulator 22-6, and a microcomputer 22-4. The solid line in the figure is the integrated control circuit of the microcomputer, and the dotted line is the independent direct control circuit of the torque device.

 Secondary air injection timing control system consists of distributor class 22- ©, oil passage directional valve 22- ®, spark plug 22- @, step-down transformer 22- @, electromagnetic power-on delay valve 22- ©, secondary air The injector 22- @ composition.

 When in use, the system is matched to premixed, electrically controlled fuel injection (sequential, multi-point injection), two-stroke and four-stroke gasoline engines. When the torque or the microcomputer commands, the cylinder that stops the main combustion is turned into the secondary combustion state of the secondary combustion of the circulating exhaust gas. When the circulating exhaust gas is terminated by compression, the oil-electric passage reversing valve performs 22-8, and the high-voltage current to the spark plug is commutated to the step-down transformer to de-energize the spark plug, and the depressurized current is sent to the electromagnetic Power-on delay valve control. The secondary air ejector is ignited with the spark plug of the original machine to complete the secondary air high pressure injection. The electric control injector is connected to the commutation circuit through the oil-electric passage reversing valve to complete the above actions.

 3. Secondary air injection timing injection ignition system control system

 This system is mainly for fuel injection engine matching secondary air injection, and oxidizing combustion of circulating exhaust gas. It is also composed of an electronic control system and a secondary air injection timing control system.

As shown in Fig. 23, the electrical control system and the electrical control system of the exhaust gas circulation secondary air oxidation combustion gas distribution control system are equipped and structured in the same manner. Secondary air injection timing control system, consisting of fuel injection pump class 23-7, oil passage directional control valve (23-8, injector 23-9, pump injector rocker push rod change valve 23-10, hydraulic Power-on delay valve 23- ©, secondary air ejector.

 When used, the system is compatible with mechanical direct injection oil, electronically controlled direct injection oil two-stroke and four-stroke diesel engines. The control steps of the electrical control system are the same as those of the previous system. For the oil circuit supplied to the injector, the oil passage is reversing the oil passage, and the fuel injector is cut off. The reversing high pressure fuel is sent to the hydraulic energization delay valve 23- ©. And controlling the injection timing of the secondary air injector. If it is an electronically controlled injector, it will be reversing the oil passage through the oil-electric passage reversing valve to de-energize the circuit.

 If matched to mechanical pump injection type two-stroke and four-stroke diesel engines. The control of the electrical control system is also the same as that of the previous system. The fuel supply to the injector is also reversed by the oil-electric passage reversing valve, and the injector is also cut off. However, for the reversing fuel, the pump injector rocker push rod change valve 23-10 is used to change the pump pressure and then sent to the hydraulic power supply delay valve to control the injection timing of the secondary air injector.

 If it matches the electronically controlled pump injection type and the electronically controlled common rail pump injection type two-stroke and four-stroke diesel engines. The control steps of the electrical control system are also the same as those of the previous system. The control of the oil circuit is the same as that of the mechanical pump injection engine. However, the circuit of the injector must be powered off at the same time via the oil and gas passage reversing valve.

 However, for electronically controlled direct injection fuels, electronically controlled pump injections, and electronically controlled common rail pump injection engines, the circuit commutation control timing method should be used to facilitate the injection timing response of the secondary air injector. Fast time features.

 4. Exhaust gas circulation spoiler purification combustion gas distribution control system

 Figure 24 is a comprehensive representation of a gasoline engine and a diesel engine. This system is mainly used for exhaust gas distribution, premixed gas or pure air low temperature after velocity turbulent layered combustion gas distribution. It is also composed of three parts: an electrical control system, a circulating exhaust gas switching system, a mixed gas or air preparation system,

 The system can match all reciprocating piston premixed gas, electronically controlled fuel injection two-stroke and four-stroke gasoline engines, mechanical direct injection oil, mechanical pump injection, electronically controlled injection, electronically controlled pump injection Class, electronically controlled common rail pump injection type two-stroke and four-stroke diesel engines.

 The electrical control system and the circulating exhaust gas switching system are the same as the aforementioned system and equipment of the same name as shown in FIG.

Mixing gas (for gasoline engines) or pure air (for diesel engines) preparation system: The function is to perform low temperature after-speed turbulent layered combustion on the engine main gas cylinder. By the spoiler valve mechanism (as shown in Figure 14), the spoiler is simultaneously gas-matched with the valve timing of the original machine. Forming the main and auxiliary combustion chambers of the engine while burning Burn.

 The spoiler combustion chamber is required to perform low temperature oxyfuel combustion so that the peak value of the heat release rate is lower than that in the main gas cylinder. The peak value of the flame injected into the main gas cylinder in the spoiler combustion chamber is in the flame retarding period in the main gas cylinder. The flame injected into the main gas cylinder in the spoiler chamber is diffused by the impact fire core to achieve a layered combustion purification effect.

 In order to achieve the above objectives, the gas distribution of the turbulent combustion chamber is designed as an independent gas distribution, that is, a constant lean gas distribution gas, and a constant thin oil (micro oil) injection. Therefore, a spoiler gas distribution system is additionally added.

 Preparation of premixed gas: It is divided into the gas supply pipe on the air supply main pipe of the air filter. 24--, the carburetor of the original machine is installed on the branch pipe, and the carburetor with the fuel injection hole and the improved adjustment is performed. 24- ©, After connecting with the spoiler air supply manifold, connect the spoiler air intake switching valve (Figure 25).

 Pure air preparation: On the pressurized air supply branch pipe 24- ® ©, install the spoiler air supply branch pipe and the spoiler air intake switching valve respectively. Or on the air supply main pipe of the air filter 24--, install the air supply pipe (no booster type), connect with the spoiler air supply manifold, and then connect the spoiler air intake switching valve (as shown in the figure). 25)

 When in use, when a certain cylinder of the engine is set as the main combustion work. Then, the intake switching valve 24-9 is set to the normally-mixed air or air state, and the exhaust switching valve 24-7 is set to the normally-on exhaust gas circulation state. The air intake switching valve of the spoiler chamber is also set to a normally-on constant-lean mixture or a pure air state.

 In the normal working of the main gas cylinder of the engine, the valve mechanism 14-10 of the spoiler chamber is pressed by the intake valve rocker of the original machine, so that the intake valve of the spoiler chamber and the intake valve of the main gas cylinder , turn it on and off at the same time. When the piston of the main gas cylinder descends, the constant lean or pure air of the spoiler chamber, and the mixed gas or pure air of the main gas cylinder are sucked in at the same time.

 If the engine is set to the full-cylinder work state, the turbulent combustion chamber continues the above operations and steps, and the layered combustion effect on the low-temperature after-speed turbulence of all the cylinders is performed.

 5, spoiler chamber gas preparation low pressure gas switching control system

 If the engine is matched to a circulating exhaust combustion system. In the gas distribution in which the cylinder is subjected to the turbulent flow purification combustion, the intermediate-cooled exhaust gas supplied to the cylinder is a gas having a certain pressure like the pressurized gas. Therefore, when the valve of the cylinder is opened, the intercooled exhaust gas is inflated to the cylinder with a positive pressure value, which is different from the vacuum suction of the conventional engine. For this purpose, the gas supply to the spoiler is required, and the positive pressure aeration condition is also required. As for the setting of the pressure value, it is determined by the appropriate value detected by the test.

The current chamber is equipped with a gas to prepare a low-pressure gas switching control system, which is suitable for matching all reciprocating pistons, Itinerary and four-stroke gasoline and diesel engines, as well as alternative fuel engines. For the two-stroke gasoline engine and the diesel engine, if the low-temperature post-speed turbulent layered combustion and the turbulent flow purification combustion method are implemented, the low-pressure gas distribution control is adopted.

 The system consists of an electrical control system and a low-pressure constant-lean mixture (gasoline engine) or a pure air (diesel engine) switching control system. Figure 25 is also a comprehensive view of the gasoline engine and the diesel engine, which is a supplement to the control system of Figure 24.

 The electrical control system is the same as the aforementioned system of the same name (as shown in Figure 24).

 Preparation of low-pressure mixed gas switching control system: by air filter 25- © take-out pipe and constant lean carburetor 25- ©, and then with low-pressure air pump 5-13, air pressure regulating valve 25- ©, low pressure storage Gas tank 25- © , Low pressure and low lean mixture manifold 25- @, Spoiler inlet switching valve 25- © equal connection.

 Preparation of low-pressure pure air switching control system: by turbocharger 25- © take-out, if there is no supercharger model, then by air filtration 25 - © take-out, with low-pressure air pump 25-13, air Pressure regulating valve 25- ©, low-pressure gas storage tank 25-, low-pressure pure air branch pipe 25-, spoiler air intake switching valve 25- ©, etc.

 The electronically controlled fuel-injected gasoline engine is equipped with a low-pressure gas supply pipe or a low-pressure pure air manifold 25- @, a check valve and a micro-oil injector and a cold start preheating plug are added, and the pre-mixing is performed in advance. The spoiler is supplied with air, and the spoiler intake switching valve is removed.

 In use, when a cylinder of the engine is switched from the main combustion to the secondary combustion cycle exhaust gas to purify the combustion state, the intake switching valve of the spoiler chamber and the intake switching valve of the cylinder simultaneously operate. The intake switching valve of the cylinder closes the normally mixed air or air intake port, and opens the circulating exhaust air inlet to inflate the low-pressure and medium-cooled exhaust gas to the cylinder. The spoiler air intake switching valve closes the constant lean or pure air intake port, opens the low pressure constant lean mixture or the low pressure pure air inlet, and inflates the spoiler chamber with the low pressure constant lean mixture or the low pressure pure air. The rest of the operational actions and procedures are the same as in the previous system diagram 24. Microcomputer (ECU) control is the same.

 6. Mixed gas spoiler combustion spark plug ignition timing control system

 This system is a special control system for premixed gas and electronically controlled fuel injection gasoline engines. It matches the spark ignition timing of the original machine. As shown in Figure 26, it is composed of electrical control and ignition current commutation control.

 Electrical control: It consists of battery or generator 26-1, ignition switch 26-2, selector switch 26-3, microcomputer (ECU) 26-4, stop cylinder adjuster 26-6, torquer 26-5, etc.

Ignition current commutation control: consists of distributor class 26-7, electric tee terminal 26-8, oil passage reversing valve 26-9, spoiler spark plug 26-10, cylinder spark plug 26- ©, etc. In use, when a certain cylinder of the engine is transferred from the main combustion to the secondary combustion, the circulating exhaust gas turbulence is used to purify the combustion state. The torque device or the microcomputer command oil passage reversing valve acts to cut off the high voltage circuit leading to the cylinder spark plug, so that the high voltage current continues to be supplied to the spoiler spark plug, and is ignited with the ignition timing of the original machine. No sparking is applied to the cylinder spark plug, but the power loss is large.

 The electronically controlled gasoline injection engine is operated by the oil-electric passage directional valve to the injector and the spark plug, and at the same time, the oil is cut off and the power is cut off.

 7. Pure air spoiler combustion injection ignition timing control system

 This system is a dedicated control system for diesel engines, which matches the injection timing of the original engine. As shown in Figure 27, it consists of two parts: electrical control and oil/electric commutation control.

 The electrical control is the same as that of the aforementioned system of the same name.

 Oil line reversing control: from fuel injection pump 27-7, oil tee 27-9, oil passage reversing valve 27-10, pump injector rocker push rod change valve 27- ©, fuel pressure relief Pressure valve 27- ©, cylinder injector 27- ©, spoiler chamber micro-injector 27- ©.

 Circuit commutation control: by electronic control unit 27-7, electric tee terminal 27-8, oil passage reversing valve 27-10, cylinder injector 27- ©, spoiler micro-injector 27 - © and other components.

 In use, when the engine is matched with the circulating exhaust gas spoiler purification combustion system, according to the control type of the original injector, the corresponding spoiler combustion injection ignition timing control method is adopted.

 Mechanical direct injection oil engine: Connect the oil passage of the oil tee 27-9 to the oil passage of the oil passage directional control valve 27-10, and then connect the cylinder injector 27- ©. Inject the oil with the fuel injection advance angle of the original machine. Another oil circuit and fuel pressure relief valve 27- ©, then connect the spoiler micro oil injector 27- ©. Normal injection of oil is applied to the spoiler. The torque device or the microcomputer acts on the oil-electric passage reversing valve to perform the fuel-injection effect on the cylinder injector.

 Mechanical pump injection engine: Firstly, replace the thrust guide block 16-9 of the pump injector rocker push rod change valve with the clip type telescopic guide block, so that the main and auxiliary push rods simultaneously pump fuel in the normal state.

 If the medium pressure oil pipe supplies the engine to the pump injector, the oil supply pipe is connected to the oil tee pipe.

27-9. After connecting the oil passage to the oil passage of the oil passage directional control valve 27-10, connect the pump injector. The other oil circuit and the fuel pressure regulating pressure relief valve 27- © are connected to the spoiler chamber micro-injector 27- ©.

If the engine is supplied with fuel from the common oil passage on the cylinder head to the pump injector, the oil supply pipe of the cylinder head is led out to the oil supply pipe, and the hydraulic chamber of the pump injector rocker push rod change valve is respectively supplied with oil. Tube 16-9 connection After that, connect the fuel pressure regulating pressure relief valve 27- ©, spoiler chamber micro oil injector 27- ©.

 When the engine enters the circulating exhaust gas turbulence purification combustion state, the torque device or the microcomputer command pump injector rocker push rod change valve and the oil electric passage reversing valve act simultaneously, so that the pump injector rocker push rod change valve main Pusher 16- © Stop pump oil, oil passage reversing valve cuts off oil to cylinder pump injector. The spoiler micro-oil injector is continuously injected to achieve the effect of circulating exhaust gas turbulence purification.

 Electronically controlled injector type engine: The connection to the oil circuit is the same as that of the mechanical direct injection oil type engine. After the circuit for the injector is connected by the electric tee 27-8, a circuit is directly connected to the spoiler micro-injector 27_©. When the engine enters the turbulent flow purification combustion state, the torque device or the microcomputer commands the oil passage directional control valve to operate, and the cylinder injector is cut off and oiled.

 Electronically controlled pump injection type, electronically controlled common rail pump injection type engine: The connection of the oil circuit is the same as that of the mechanical pump injection type engine, and the circuit connection is the same as that of the electronically controlled injection type engine. The control when entering the turbulent flow purification combustion is also the same as the two types of engines.

 The vehicle and the marine engine, which have been improved by the technique of the present invention, are subjected to two operation modes, which are controlled by selection switches in the above systems. When the vehicle and the ship are in cold start or when the vehicle is full-loaded for long-distance climbing, the full load of the ship is driven for a long time in the deep water jet, and other conditions requiring large engine load for a long time, the full-cylinder operation state is selected. At this time, the circuits such as the torque detecting system and the two-burning system are all cut off and the control is exited, but the spoiler combustion system does not stop. When under other operating conditions, the variable cylinder operation state is selected, and the torque detection system and the secondary combustion system at this time enter the control operation. This achieves a power mode dual mode effect.

 V. In-vehicle automatic stop cylinder control system

 The system is compatible with all reciprocating piston two-stroke and four-stroke, traditional and modern petrol engines and diesel engines.

 The automatic stop cylinder in the vehicle is controlled directly by the torquer. The gas is switched, the spark plug is cut off, and the fuel injector is cut off. In order to solve the problem that the air supply is completely cut off due to cylinder deactivation, a vacuum negative pressure inside the cylinder is generated in the intake stroke, and a vibration braking phenomenon occurs, which is specially designed to switch a small amount of air supply to the cylinder, so that the cylinder after the cylinder is fired is inflated. Insufficient, which in turn reduces power loss during compression strokes. Moreover, since the system is a flexible-type cylinder deactivation method, the increase in vibration is not too large.

 For gasoline engines and diesel engines, different systems are designed.

1. In the car gasoline engine automatic stop cylinder control system: As shown in Figure 28, it is composed of electrical control and gas distribution switching spark plug power off. Electrical control: It consists of battery or generator 28-1, ignition switch 28-2, selector switch 28-3, torque device 28-4, stop cylinder adjuster 28-5, and the like. The connection of the circuit is the same as the above description except for the icon.

 Gas distribution switching spark plug power off: by oil passage directional control valve 28-7, intake switching valve 28-8, exhaust switching valve 28-9, auxiliary air intake small pipe 28- @ ©, auxiliary exhaust small pipe 28 - © @等等.

 When in use, when the torque command instructs a cylinder to stop working, the intake switching valve closes the air intake port, and the auxiliary air intake small pipe is opened, and a small amount of air is supplied to the cylinder along with the valve phase of the original machine, and the oil and electricity passage The reversing valve de-energizes the spark plug.

 If the engine is equipped with a catalytic converter, the exhaust switching valve closes the main exhaust passage, and the sub-exhaust small duct discharges the pure air after the cylinder is broken.

 If there is no catalytic converter engine, remove the exhaust switching valve and the auxiliary exhaust small pipe.

 In the case of an electronically controlled gasoline injection engine, the oil-electric passage reversing valve performs oil cut-off and fire breakage of the injector, and the spark plug is de-energized.

 2. Re-use diesel engine automatic stop cylinder control system: As shown in Figure 29, it is composed of electrical control and gas distribution switch injector oil cut.

 Electrical control: Same as the structure shown in Figure 28 of the previous system.

 Gas distribution switch injector oil cut: consists of intake switching valve 29-8, auxiliary air intake small pipe 29- ©, oil and gas passage reversing valve 29-7 and so on.

 In use, when the torque command instructs a cylinder to stop working, the intake switching valve closes the intake port, and the sub-inlet small pipe or bypass pipe is opened to supply a small amount of pure air to the cylinder. At the same time, the oil and gas passage reversing valve cuts off the fuel injector.

 In the case of an electronically controlled injector type engine, an oil passage reversing valve is implemented to shut off the fuel injector.

Claims

Claim 1. The self-control power output on-demand secondary combustion engine in the exhaust gas engine, including the engine oil pan (1_ © ) installed in the lower part of the machine body, is set in the main combustion chamber (1_ @ ) in the cylinder, and is set in the main combustion chamber (1_ a main combustion chamber injector or spark plug (1_@) on the wall of the @), and a clutch (1_©) and an intake and exhaust system, a combustion system disposed on the body, characterized in that: the engine body A torque detection system and a gas distribution system connected thereto, a secondary combustion control system, and an on-vehicle automatic stop cylinder control system are further provided, and the combustion system further includes a secondary combustion system connected to the gas distribution system;  The torque detecting component of the torque detecting system is mounted on the same power output shaft between the engine clutch (1-©) and the transmission;  The gas distribution system includes an intake duct disposed on a top surface of the engine, a first exhaust duct, a second exhaust duct, and an exhaust gas recirculation duct;  The secondary combustion system includes a turbulent combustion system and an oxidative combustion system, and the turbulent combustion system includes a turbulent combustion chamber (ι-@) disposed on the cylinder head to communicate with the main combustion chamber (1_@), and a control spoiler combustion chamber ( Ι-@) a spoiler combustion valve mechanism for intake and exhaust, and an oxidative combustion system including a secondary air injector;  The torque detection system divides each cylinder of the engine into a normal working main combustion cylinder and a secondary combustion cylinder that performs secondary combustion of the exhaust gas according to the detected load torque change, and controls the pipeline opening and closing of the gas distribution system to switch the cylinder to stop. The cylinder is operated by the cylinder to realize the main combustion and the secondary combustion of the cylinder.  2. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 1, wherein:  The secondary combustion control system includes an exhaust gas circulation secondary air oxidation combustion gas distribution control system, a secondary air injection timing spark plug ignition system control system, a secondary air injection timing injection ignition system control system, and exhaust gas circulation spoiler combustion Gas distribution control system, flow chamber preparation gas low pressure gas switching control system, mixed gas turbulent flow combustion spark plug ignition timing control system, pure air turbulent combustion injection ignition timing control system;  The in-vehicle automatic stop cylinder control system includes an on-board gasoline engine automatic stop cylinder control system or an on-board diesel engine automatic stop cylinder control system. 3. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 1 or 2, wherein: said torque detecting system includes a torque device (1-1) as a torque detecting element and is connected thereto Torque information transmitter (1-©), cylinder stop adjuster, torque (1-1), torque The information transmitter (2) is integrated with the circulating exhaust water cooler (1-3) of the gas distribution system; the structure of the torque device (1-1) is: at the junction of the clutch (1-5) and the transmission , the copy drive shaft (3-1) is installed, the tail is splined with a torque transmission disc (3-©), the edge of the torque transmission disc (3-@), the rivet lock structure is used, and the joint is disassembled. Torque transmission sleeve (3-@), disassembled torque transmission sleeve (3-@) Radial 180° Two corresponding faces are respectively provided with 45° oblique arc edge chute hole, by disassembled torque transmission cylinder The sleeve (3-@), the torque transmission disc (3-@), and the replica drive shaft (3-1) form the overall transmission structure;  In the center socket of the torque transmission disk (3-@), a spline spindle (3-6) is mounted, and the spline spindle (3-©) has a replaceable inner shaft for the selected transmission. Connect the spline inner jack (3-7), spline spindle (3-6) on the front shoulder, with spring follower and follower spring support (3-@), spline spindle (3-6) The central outer spline is fitted with a ring-shaped spline sleeve (3-@) that can move axially. The ring-shaped spline sleeve (3-@) is equipped with a precision compression spring (3-@), spring One end is embedded in the annular card slot of the spring bearing seat (3-@), and the other end is embedded in the positioning ring (3-Θ). The pre-tightening force is adjusted by the screw (3-©), the annular card slot and the positioning ring. (3-Θ) As a replacement part for the change of the diameter of the spring wire, the outer wall of the ring-shaped spline sleeve (3-©) has a short axis (3-@) for each of the corresponding faces of the radial direction of 180°. The pin short shaft (3-@) is inserted into the 45° chute hole of the disassembled torque transmission sleeve (3-@), with the pin short shaft (3-@), ring groove spline sleeve (3 -@), precision compression spring (3-@), spring Seat (3 @), a spline shaft (3-⑥) composed of a driven and the follower structure;  The pin short shaft (3-@) has a pin (3-@) inserted in the ring groove of the inner wall of the disassembled guide cylinder (3-@), and the disassembled guide cylinder (3- The outer wall of @) is connected to the torque information transmitter drive block (3-@) and consists of a torque information transmitter drive block (3-@), a disassembled guide cylinder (3-@), and a pin (3-@). Follower structure  Torque device (1-1) The whole structure is installed in the middle of the torque converter housing (3-@), axial and radial positioning and support of the transmission member, tapered roller bearing (3-3), deep groove ball bearing (3-®), thrust ball bearing (3-©) for lubrication, circulation or injection oil lubrication, recirculating oil hole (3-@), oil drain hole (3-@), ring groove spline sleeve Oil hole (3-@), guide cylinder spiral oil passage (3-©) to achieve. 4. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 3, wherein: said torque information transmitter (1-©) has the following structure: It is mounted integrally in the upper case of the torquer (3-©). It has a shed-shaped, semi-circular shape and is connected to the torque driver block by the primary electrode (4-1) and the insulating frame (4-2). The secondary electrode (4-1) is surrounded by a secondary electrode frame (4-3), and the secondary electrode frame (4-3) is provided with two sets of adjustable and disassembled secondary devices: Outer box (4-©), inner box (4-©), power take-up (4-©), secondary power-on spacer (4-®), sub-electrode and electrical spacers are stacked Placed in each of the above boxes and pressed tightly with a compression spring (4-©) and a positioning compression cover (4-®); 5. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 3, wherein: said torque information transmitter (1-©) has the following structure:  The whole body is installed in the upper part of the torquer (3-©), and the armature guide (5-®), the drive frame (5-®) is connected with the torque driver block (5-©), and then the armature is connected. -3) Installed in the skeleton of the primary coil (5-1) and the secondary coil (5-2), the magnetic shield cylinder (5-©) closes the primary and secondary coils and is mounted in the housing of the skeleton (5-@ ), two sets of oscillator primary (5-©), oscillator secondary (5-©), and circuit board (5-©) are respectively installed in the cavity, respectively supporting two sets of two-stage solenoid type DC differential transformers. ;  A temperature compensation circuit is mounted on the primary coil circuit, and a low-pass filter circuit is mounted on the secondary output circuit.  6. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 4 or 5, wherein: the cylinder stop adjuster has the following structure:  Including power-on delay type semiconductor time relay (6-1), solenoid valve (6-©), armature push rod 6-©, duck tongue (6-©), embedded with saw gear set (6-®) It is connected with the rotating shaft (6-@) and the insulating wheel (6-©). The insulating wheel (6-©) is installed with two sets of electric contacts (6-©) along the outer circumference. 6-@) In the inner groove, divide the electric contact block (6-@) into two groups according to the radius of the split, and connect the wires according to the cylinder working order of the engine or the sequence of the fire extinguishing test, the insulation wheel (6-@) The same number of brushes (6-©) as the electric contact block (6-@) are mounted on the peripheral frame (6-3), preloaded with spring (6-©), and input with brush (6-©) The components advance and retreat are connected to the wires of the two output groups of the torque information transmitter (1-©), and the two output groups of the brush (6-©) are respectively connected with the accessories to be controlled.  7. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 6, wherein: the gas distribution system has the following structure: The intake duct is made up of air filter, carburetor or turbocharger (1-©), intake manifold ( 1- © ), intake distribution main ( 1- ® ), intake manifold ( 1- ® ), intake solenoid switching valve ( 1- © ) connection;  The first exhaust duct is an exhaust electromagnetic switching valve (ι-@), a first exhaust branch (ι-©), a first exhaust main (ι-@), and a quick-cooling sprinkler (ι-@) The exhaust pressure regulator (1-©) and the first exhaust delivery pipe (1-©) are configured to send the switched exhaust gas to the water cooler by the exhaust electromagnetic switching valve (1-©). -©);  The exhaust gas circulation pipe is composed of an exhaust gas delivery pipe (i-@), an exhaust gas circulation main controller α-Θ), an exhaust gas branch pipe (1-©), and an exhaust gas temperature thermal switch (1-©), and the intake electromagnetic switching valve is commanded. ( 1-© ) Close the inlet port with the exhaust electromagnetic switching valve (ι-@), and send the exhaust gas after the intermediate cooling to the cylinder with the valve phase of the original machine to realize secondary combustion and purification of the exhaust gas;  The second exhaust duct is composed of an exhaust electromagnetic switching valve (ι-@), a second exhaust branch (ι-@), a second exhaust main (ι-@), and an exhaust manifold (1-©). The exhaust gas after the secondary combustion and the remaining exhaust gas after the switching are discharged from the second exhaust pipe through the turbocharger (1-©) or directly into the atmosphere.  8. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 7, wherein: the gas distribution system further comprises the following components,  The intake switching valve (7-2) and the exhaust switching valve (7-3) are both double-chamber valves. If the intake port and the exhaust port are arranged on the left and right sides, the two valve bodies are respectively installed; If the intake and exhaust are arranged together on one side, the above two valve bodies are combined and installed; the intake switching valve (7-2) and the exhaust switching valve (7-3) are installed with the valve shaft (7-©) in the middle, and the shaft The length is adjusted according to the installation method. The valve plate is mounted on the shaft: the intake valve is a two-piece single-sided bevel (7-©), and the exhaust valve is a single-sided double-sided bevel (7-©), one end of the shaft The two-way solenoid valve (7-©) is connected, the other end is connected with the tension spring (7-Θ), and the pre-tightening force is applied. The upper end of the valve body is respectively connected with four sets of pipes, and the valve body and the pipe are made of stainless steel material;  Actuator, solenoid valve or pneumatic / hydraulic valve or motor gear valve;  The exhaust gas quick-cooling pressure regulator is composed of a first exhaust manifold (11-©) and a second exhaust manifold (11-Θ), and the first exhaust manifold (11-®) is placed at the left end. The solenoid valve (11-©) in the solenoid valve housing (11-1) controls the water spray pipe (11-©), and the water spray pipe (11-©) and the water supply tank (11-©) are supported by the support seat (11). -@) and seat 2 (11-@) are fixed on the upper part of the first exhaust manifold (11-©); between the first exhaust manifold (11-®) and the second exhaust manifold (11-@) A pressure regulating valve is installed on the left and right sides, the pressure regulating valve is made up of a pressure regulating valve body (ii-G), a pressure regulating valve (ιι-Θ), and a heat insulating sliding sleeve. (11-©), seat one (11-@), pressure spring (11-©) and seat 2 (11-@); The right end of the first exhaust manifold (11-©) is connected to the exhaust gas delivery main pipe (11-©), and the central pipe port is respectively connected to the exhaust gas switching valve of the respective cylinders, the first exhaust branch pipe (11-®); the second exhaust manifold The left end of (11-@) is connected to the turbocharger or the outer exhaust pipe (11-©), and the central nozzle is respectively connected with the second exhaust branch pipe (11-@) of the exhaust switching valve of each cylinder;  Exhaust gas circulating water cooler (1-©), a semi-circular water tank body is arranged on the outer periphery of the torque device (1-®), and the upper and lower ends of the tank body are respectively connected to the first exhaust gas conveying pipe (3-@), Exhaust gas circulation pipe (3-@), the lower end of the two pipes are respectively connected to the exhaust gas accumulating tank (3-@), and the lower part of the exhaust gas accumulating tank (3-@) is connected to the cooling coil; the cooling coil can be the following three types One: If the matching original machine is a gasoline engine and a diesel engine using a secondary air injection oxidation combustion method, a bellows with a special matching pitch is used. (3-©); If the gasoline engine adopts the turbulent flow purification combustion method, the bellows (12-©) with uniform wave pitch is arranged uniformly; if the diesel engine adopts the turbulent flow purification combustion method, the smooth tube vertical and horizontal grid arrangement is adopted. (12-3); The cooling water tank is connected with the water pump circuit water pipe to form a circulating cooling state; the circulating exhaust gas distribution main pipe, the left end of the main pipe casing (13-1) is connected with the circulating exhaust gas conveying pipe (13- ©), the lower side of the pipe body Intake switching valve branch of the intake switching valve (13-©) of each cylinder (13-©) Connection; A temperature switch is installed on the upper left side of the pipe body, and if it is controlled by a microcomputer, the temperature sensor (13-3) is installed.  9. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 8, wherein:  The solenoid valve as the actuator has the following structure: the valve body (8-1) is arranged in an upper and lower structure, and two sets of drive coils (8-2) are respectively mounted on the left and right sides, and the drive coil (8-2) is mounted in the skeleton. There are drive armatures (8-©), two sides of the middle drive armature (8-©), two sets of lock solenoids (8-®), drive armature (8-3) and valve body (8-1) The lower drive link one (8-©), the drive link two (8-©), the drive link three (8-@) connection, and the drive armature (8-3) are respectively provided with power receiving devices at both ends. The relay is a contact spring pin (8-©), an elastic electric contact (8-©), a solenoid terminal (8-©), a lock coil terminal (8-©), and a locking electromagnetic In the frame of the coil (8-®), the pin-shaped armature (8-®) is installed separately; the contact spring pin (8-©) of the solenoid valve, the locking coil terminal (8-©), and the stop cylinder The adjuster is mated, one end is normally energized, the other end is normally disconnected, and the plug-type armature (8-®) of the lock solenoid is often inserted into the side of the drive armature Inside, preventing drives the armature (8-③) movement; The pneumatic/hydraulic valve has the following structure, and the pressure valve body (9-1) is arranged in the middle and lower portions, and the upper portion is provided. There are two sets of solenoid valves consisting of a solenoid coil (9-©), a plunger armature (9-©), a solenoid valve post (9-©) and a compression spring (9-©). Plunger type armature (9-©), external connection tube (9-2) and external circuit tube (9-3) for switching action, hydraulic/pneumatic piston (9-®) and piston shaft (9-©), drive The rod (9-@) is connected, and then the lower link one (9-©), the link two (9-@), the link three (9-@);  The motor gear valve has the following structure. The motor (10-1) is mounted on the gear valve body (10-2) and coupled to the reduction gear set (10-3), and the gear valve body (10-2) is provided on both sides. There is a power-receiving device consisting of a steel ball (10-®), a leaf spring contact (10-®), a spring (10-©), a binding post (10-©), and a reduction gear set (10- 3) Combined with drive rack one (10-©), oblique pin (10-©), drive rack two (10-©), internal spline gear (10-©), reduction gear set (10 -©) The reduction ratio and the stroke length of the rack meet the requirement that the valve of the intake and exhaust switching valve can be rotated by 90°.  10. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 1 or 2 or 4 or 5 or 7 or 8 or 9, characterized in that:  The spoiler combustion valve mechanism of the combustion system has the following structure: in the lower part of the engine cylinder head, opposite to the exhaust valve, a spoiler combustion chamber (1-@), a spoiler combustion chamber (1-@) On the outside, a spoiler injector or spark plug (1-@) is installed, and a spoiler combustion inlet (14-©) is formed above the spoiler combustion chamber (1_@), and the spoiler combustion inlet ( 14-©) External connection with constant lean mixture switching valve, The valve shaft is combined with the upper and lower sections, which are the spoiler valve shaft lower column (14-©) and the spoiler valve shaft upper column (14-@). The spoiler valve sleeve (14-@) is fixedly embedded in the cylinder. Above the cover, the outer wall of the upper part of the spoiler sleeve (14-@) is divided by 120°. There are three round holes for locking the ball (14-@) and the bottom of the valve shaft for the spoiler (14-©). In the upper part, a bevel ring groove (14-©) is formed along the circumference of the shaft, and the lower end inner wall of the valve casing (14-@) is also provided with a bevel ring groove (14-©), which is fitted with a locking steel ball (14- @) Mounted on the spoiler valve sleeve (14-@), the spoiler valve shaft upper column (14-@) is provided with the valve shaft lower column head (14-©) with the positioning pin (14-@), and The lower end of the upper shaft of the spoiler valve shaft (14-@) is aligned, and the valve adjustment gap (14-©) is provided between the two shafts. The spring lower seat (14-@) is connected with the valve casing (14-@). The upper and lower shafts of the valve are embedded in the cavity, and the compression spring (14-@) is installed between the spring upper seat (14-@) and the spring lower seat (14-@). The rocker support column (14-@) Upper valve positioning arm (14-©), will slam the valve shaft on the column (14-@) and spring seat (14-@) positioning and pressing, rolling ball (14-@) between the valve positioning arm (14-©) and the spring seat (14-@), spoiler valve The end of the upper shaft column (14-@) is equipped with a valve lift arm (14-@), and the fork-shaped auxiliary rocker arm (14-@) is supported by the rocker arm. (14-@) support, two forks at the left end of the secondary rocker arm (14-@), inserted into the pockets on both sides of the valve lift arm (14-11) (14-@), the main rocker arm of the intake valve on the cylinder (14 -©) Upper pressure arm (14-©), press the right end of the secondary rocker arm (14-@) into the pocket; the spring seat (14-@), the spring seat (14-@) installed on the upper and lower shafts of the spoiler valve, The valve casing (14-@) and the valve shaft can rotate freely;  The secondary air injector of the combustion system is configured as follows: ( 15-1) or electromagnetic power delay valve, air boost valve ( 15-© ), high pressure air injector ( 15-@) three major components.  11. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 10, wherein:  The hydraulic energization time delay valve (15-1) has the following structure, and the liquid pressure chamber (15-2) and the hydraulic piston (15-3) are made into replaceable parts according to different volumes, and the hydraulic piston (15-3) is pushed. The end of the rod is connected to the length of the elastic energizing delay contact (15-©) three sets, one of which has a long contact power terminal (15-©) External control power supply, another long contact is connected to the electromagnetic booster (15-G) of the air booster valve, and a short contact is connected to the electromagnetic coil of the air injector (15-©). Valve body and air booster valve (15-©) connect, or install separately;  The electromagnetic power-on delay valve has the following structure: a solenoid valve is installed on the left side of the time delay valve, and its armature (18-©) is connected to the push rod (18- ©), the push rod ( 18- © ) is equipped with three sets of long and short elastic contacts ( 18- © ), and the push rod end is equipped with a return spring (18-©) , the long contact on the top serves as the power terminal (18-®) external power supply, short contact on the right and electromagnetic coil for injection solenoid valve in air injector (15-@) connection, another long contact is connected to the electromagnetic coil (15-@) of the air booster valve in the air injector; The air pressure increasing valve is configured as follows: the air supply pipe (15-©) of the secondary air storage tank is externally connected to the left side of the valve body, and the one-way piston is installed at the left port of the annular air passage (15-@) (15-©), eight air-shaped air passages are connected around the air plenum and connected to the annular air passage (15-@). The return air passage is equipped with a gas-proof steel ball (15-@) and a return spring (15). -@), booster piston (15-@) in the booster chamber, coupled to the piston push rod (15-®), solenoid valve, return spring (15-@) mounted on the piston push rod (15-®) on;  The high-pressure air injector has a structure in which a valve solenoid valve composed of a valve solenoid (15-©) and a valve armature (15-@) is installed, and the end of the valve rod (15-©) is filled with air. Injection valve (15-@), valve pull rod (15-©) with valve return spring (15-@), solenoid valve with eight air passages (15-©), air passage (15-© The upper end is connected to the plenum chamber and the lower end is connected to the gas accumulator chamber (15-@).  12. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 11, wherein: the combustion system further comprises the following components,  The pump injector rocker push rod change valve is constructed by installing a change solenoid valve (16-2 and a change armature (16-3)) on the left side of the valve body (16-©), and a valve The push-pull rod (16-©) in the body is connected, the push-pull guide (16-©) is mounted on the push-pull rod (16-©), and the chute and thrust guide (16-®) of the push-pull guide (16-©) are embedded. The thrust guide block (16-®) is a replaceable part with a return clamp (16-@) and a compression spring (16-©) on the upper part. The thrust guide (16-©) is pressed against the lower push rod. (16-®), the right side of the thrust guide (16-©) abuts the pump rocker On the lower shoulder of (16-@), the upper part of the valve body is equipped with a hydraulic chamber (16-@), and the hydraulic chamber (16-@) is provided with a hydraulic piston (16-©) and a hydraulic chamber (16-©). The side is provided with a return oil passage, and the return oil passage is provided with a liquid-repellent steel ball (16-©) and a spring (16-@), and the left-shaped oil passage is externally connected with the oil supply pipe. (16-©), the upper oil tank (16-@), the hydraulic chamber (16-@) and the hydraulic piston (16-©) on the right upper side are made of replaceable parts of different volumes to suit various engines. Matching; oil-electric path reversing valve, the structure is: valve body (17-1 centrally mounted solenoid valve, solenoid valve armature (17-®) coupling circuit push rod (17-©) and oil path push rod (17-©), oil pipe putter (17-©) is equipped with a pressure spring (17-©), the right circuit pusher (17-©) is equipped with a moving contact (17-®), and the upper side of the electric passage valve body is equipped with a power supply terminal (17- ©) and leaf spring contacts (17-©), equipped with constant energizing terminal (17-@) and reversing terminal (17-@), the oil passage hole on the left oil passage is made with the oil passage hole, and the common passage in the oil passage valve body. The oil passage is connected (17-@) and the reversing oil passage is closed (17-©); The fuel pressure regulating pressure relief valve has the structure that the left side of the valve body is a three-way oil supply pipe (19-1), and two sets of replaceable flat constant oil valves (19-3) with a return oil passage are installed in the middle, and the three-way supply is provided. The oil pipe (19-1) is connected to the valve body with a perforated partition to block the one-way piston (19-©) in the flat valve (19-©), the tail of the one-way piston (19-©) Spring (19-©) on the rod, mounted on the spring tail with a perforated gasket The pre-tightening force is adjusted by the part, and the oil-filled end of the hole is provided with a fuel passage (19-©), and the oil return passage (19-©) is connected with the outer oil pipe;  The regenerative combustion chamber is made of stainless steel. According to the geometrical dimensions of the original machine, the cylinder liner and the replica piston are duplicated. On the inner wall surface of the cylinder liner and the top surface of the piston, a mesh dovetail groove is formed, and the dovetail groove is filled with thermal insulation material. The top surface of the piston in the area in contact with the cylinder head and the combustion chamber is filled with a heat insulating material.  13. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 2 or 11 or 12, wherein:  a. The exhaust gas circulation secondary air oxidation combustion gas distribution control system is mainly composed of three parts: an electrical control system, a circulating exhaust gas switching system and a high pressure air preparation system;  The electrical control system consists of a battery or generator (21-1), an ignition switch (21-2), a selector switch (21-3), a torque device (1-1), a cylinder stop adjuster (21-©), Microcomputer (21-©) and control circuit components;  The exhaust gas switching system consists of an exhaust gas switching valve (21-©), an exhaust gas rapid cooling regulator (21-®), a water cooler (21-©), a circulating exhaust gas distribution main (21-@), and an intake switching valve. (21-®), intake check valve (21-©), secondary gas cylinder (21-@) and circulating exhaust gas pipeline and exhaust muffler (21-©);  High-pressure air preparation system consists of high-pressure air pump (21-@), air pressure regulating valve (21-©), high-pressure air check valve (21-@), high-pressure air storage tank (21-@), secondary air separation Piping (21-@), branch check valve (21-©), secondary air injector (21-@) and oil passage directional control valve (21-©), hydraulic, electromagnetic energizing delay valve (21- ©) Composition, if it is matched with the vehicle engine, the air source of the brake system air tank can be used, and the secondary pump pressure is applied to realize the high pressure gas;  b. The secondary air injection timing spark plug ignition system control system is composed of an electrical control system and a secondary air injection timing control system;  The electrical control system has the same structure as the above-mentioned system of the same name;  Secondary air injection timing control system consists of distributor (22-©), oil passage directional valve (22-®), spark plug (22-@), step-down transformer (22-©), electromagnetic energization delay Valve (22-©), secondary air injector (22-©);  c. The secondary air injection timing injection ignition system control system is composed of an electrical control system and a secondary air injection timing control system; The electrical control system has the same structure as the above-mentioned system of the same name; The secondary air injection timing control system consists of fuel injection pump (23-©), oil passage directional control valve (23-®), injector (23-®), and pump injector rocker push rod change valve ( 23-©), hydraulic power delay valve (23-©), secondary air injector.  14. The self-controlled power on-demand exhaust gas internal circulation secondary combustion engine according to claim 2 or 11 or 12, wherein:  a. The exhaust gas circulation spoiler combustion gas distribution control system is composed of an electric appliance control system, a circulating exhaust gas switching system, a mixed gas or an air preparation system;  The electrical control system and the circulating exhaust gas switching system are the same as the above-mentioned system of the same name;  a mixed gas or air preparation system, corresponding to a gasoline engine or a diesel engine, divided into a mixed gas preparation system or an air preparation system;  In the mixed gas preparation system, the gas supply pipe (24-©) is distributed on the air supply main pipe of the air filter, and the fuel injector hole is installed on the gas supply pipe (24-©) through the carburetor of the original machine. The adjusted carburetor (24-@) is connected to the spoiler air supply branch pipe, and then the spoiler air intake switching valve is connected;  The pure air preparation system is installed on the pressurized air supply branch pipe, respectively, and the spoiler air supply branch pipe and the spoiler air inlet switching valve are respectively connected, or for the non-supercharger type, in the air filter Gas supervisor (24-©) Install the air supply pipe, and connect with the spoiler air supply branch pipe, then connect the spoiler air intake switching valve;  b. The low-flow gas switching control system for the gas distribution chamber of the spoiler is composed of an electrical control system and a low-pressure constant-lean mixed gas or pure air switching control system;  The electrical control system is the same as the above-mentioned system of the same name;  For the gasoline engine, prepare the low-pressure and low-lean mixed gas switching control system, and connect the air filter (25-©) to the branch and the constant lean carburetor (25-©), and then the low-pressure air pump (25-@) , air pressure regulating valve (25-@), low pressure gas storage tank (25-@), low pressure constant lean gas manifold (25-@), spoiler air inlet switching valve (25-@) connection;  For the diesel engine, a low-pressure pure air switching control system is prepared, which is taken out by the turbocharger (25-@). If there is no turbocharger model, the air filter (25-©) is taken out, and Low pressure air pump (25-@), air pressure regulator (25-@), low pressure gas storage tank (25-©), low pressure pure air branch pipe (25-@), spoiler air intake switching valve (25-@ Composition c The mixed gas spoiler combustion spark plug ignition timing control system is composed of electrical control and ignition current commutation control; The electrical control is the same as the above-mentioned system of the same name;  Ignition current commutation control by distributor (26-©), electric tee binding post (26-®), oil passage reversing valve (26-@), spoiler spark plug (26-©), cylinder spark plug (26-©) composition; d. The pure air spoiler combustion injection ignition timing control system is composed of two parts: electrical control and oil and electric commutation control;  The electrical control is the same as the above-mentioned system of the same name;  The oil circuit reversing control is controlled by the oil/electric control unit (27-©), the oil tee (27-@), the oil passage directional control valve (27-©), and the pump injector rocker push rod change valve ( 27-©), fuel pressure regulating pressure relief valve (27-@), cylinder injector (27-@), spoiler micro oil injector (27-©), oil/electric control unit here (27-©) is the fuel injection pump;  Circuit commutation control consists of oil/electric control unit (27-©), electric tee binding post (27-®), oil electric passage reversing valve (27-@), cylinder injector (27-@), disturbance The flow chamber micro-injector (27-©) is composed, and the oil/electric control unit (27-©) here is an electric control unit.  15. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 13, wherein:  a. The automatic stop cylinder control system of the on-board gasoline engine is composed of an electric appliance control, a gas distribution switching spark plug power-off;  The electrical control is the same as the above-mentioned system of the same name;  Gas distribution switching spark plug power off by oil passage directional control valve (28-©), intake switching valve (28-®), exhaust switching valve (28-®), auxiliary air intake small pipe, auxiliary exhaust small pipe Composition  b. The on-board diesel engine automatic stop cylinder control system is composed of electrical control and gas distribution switch injector oil cut-off;  The electrical control is the same as the above-mentioned system of the same name;  The gas distribution switch injector is composed of an intake switching valve (29-®), a sub-intake small pipe, and a fuel passage directional valve (29-©).  16. The self-controlled power on-demand output exhaust gas internal circulation secondary combustion engine according to claim 14, wherein:  a. The automatic stop cylinder control system of the on-board gasoline engine is composed of an electric appliance control, a gas distribution switching spark plug power-off; The electrical control is the same as the above-mentioned system of the same name; Gas distribution switching spark plug power off by oil passage directional control valve (28-©), intake switching valve (28-®), exhaust switching valve (28-®), auxiliary air intake small pipe, auxiliary exhaust small pipe composition;  b. The on-board diesel engine automatic stop cylinder control system is composed of electrical control and gas distribution switch injector oil cut-off;  The electrical control is the same as the above-mentioned system of the same name;  The gas distribution switch injector is composed of an intake switching valve (29-®), a sub-intake small pipe, and a fuel passage directional valve (29-©).