At present, electronically controlled fuel injection systems have been commonly used in diesel engines. There are two ways to realize electronically controlled fuel injection in diesel engines: one is to improve the electronic control of the governor and the fuel supply advanceer on the basis of the traditional fuel injection pump-oil pipe-nozzle system; the second is to adopt a new fuel injection concept. Directly control the injector.
1. Electronically controlled in-line fuel injection pump
The electronically controlled fuel injection device developed on the basis of the in-line pump has the most functions. It has the fuel injection and injection timing control functions or only one of them. Some control systems also have control functions such as injection pressure and injection rate.
The fuel injection quantity control device of the electric control in-line pump is an electric control governor. The electronically controlled governor makes the control of the injection quantity change with the speed of rotation easy to implement, and its response speed is much faster than that of a mechanical or mechanical hydraulic governor, so the scope of application is very wide. The electronically controlled governor can be divided into electronic governors according to different actuators (such as the RED-type electronic governor of DKK Corporation of Japan, the E-type electronic governor of Heinzmann of Germany, and the electronic governor of Barber Colmann of the United States). And so on) and electro-hydraulic governors (such as ESR type governors from Bosch, Germany).
The injection timing device of the electronically controlled in-line pump generally uses electro-hydraulic actuators, such as the ECS system of the German MTU 880 series diesel engine, the ECD-P3 electro-hydraulic timing device of the Denso Company, and the PEEC system of Caterpillar Inc. of the United States. Wait.
Japan's ZEXEL's TICS system uses a plunger sliding sleeve timing adjustment mechanism to change the pre-stroke of the plunger supply by controlling the position of the timing sleeve, thereby adjusting the timing of the oil supply, and also can be controlled in conjunction with the speed-up cam. Injection rate and injection pressure. Japan Komatsu has also developed a variable pre-stroke KP2 type 1 injection pump with a unique combined plunger. The German company Bosch has also developed the RP39, RP43 variable injection rate and spray. Oil timing and fuel injection control The sliding sleeve fuel injection pump has a working principle and structure similar to that of ZEXEL's P-TICS system. It is also a variable pre-stroke in-line pump.
2, electronic control unit pump system
Germany's Bosch's electronically controlled unit pump (EUP) system uses a shorter high-pressure fuel line to achieve higher injection pressures up to a maximum of 1 60 MPa. The system uses high-speed solenoid valves to control injection timing. And the amount of fuel injected.
3, electronically controlled distribution pump
The injection quantity and injection timing of the diesel electromechanical control distribution pump are generally controlled by a high-speed solenoid valve. The closing timing of the solenoid valve corresponds to the injection timing, and the injection time of the solenoid valve is determined from the time of closing to opening, such as Toyota Corporation of Japan. ECD-type electronically controlled VE pump. Germany Audi company car diesel engine also uses electronically controlled distribution pump. American Stanadyne company developed in the early 90s DS type electronically controlled distribution pump for the US GM company's 1994 type 6. 5L On the supercharged diesel engine, the maximum injection pressure of the pump can reach 100 MPa. The newly developed RS type electronically controlled distribution pump can achieve higher injection pressure and the peak injection pressure is close to 1 40 MPa.
4. Electronically controlled pump nozzle system
In the future, the combustion system of diesel engines for trucks requires a maximum injection pressure of about 150 MPa to meet the requirements of emission and noise regulations. For this reason, the world's major automobile companies are developing high-voltage electronically controlled fuel injection systems, the most representative. The electronic control pump nozzle system can be divided into two types: mechanical drive type and accumulator type, which can achieve high injection pressure, improve the quality of fuel atomization, and greatly reduce the vortex flow in the diesel combustion system. For strength requirements, even vortex-free combustion systems can be used.
5. Mechanically driven electronically controlled pump nozzle system
The most well-developed electronically controlled pump nozzle system is a mechanically driven electronically controlled pump nozzle system, such as the DDEC type electronically controlled pump nozzle of De-troit Diesel Engine Company of the United States, and the PDE2 7 and PDE2 8 type electronic control of Bosch Company of Germany. Pump nozzles, electronically controlled pump nozzles from Carterpillar, USA, and EUI-type electronically controlled pump nozzles from Lúcas CAV, UK. The injection pressure of existing products has reached 1 50 MPa. The diesel engine for scientific research has a pump nozzle system with a pressure of up to 200 MPa or even higher. The mechanically driven electronic pump nozzle system has been fully developed abroad. From small diesel engines with a single cylinder displacement of less than 1 L to heavy diesel engines with a single cylinder displacement of a few L, satisfactory results have been obtained.
6. Electronically controlled accumulator pump nozzle system
In recent years, research on electronically controlled accumulator pump nozzles has been active. Because it does not require mechanical drives and mechanical adjustments, it can take advantage of pump nozzles without redesigning the diesel engine. For example, Caterpillar Inc. The electronically controlled accumulator pump nozzle system HEUI, the main features of the system are: combining electronic control and hydraulic technology to control the injection process and injection pressure according to time; the operation of the system is independent of the engine speed, and can be used in a wide range of conditions. Maintain high injection pressure within the range, the maximum injection pressure can reach 1 50 MPa; with injection rate control function, optimize the oil supply during the initial oil supply period, ignition delay period and main injection period; Diesel engines in the fuel injection system have improved smoke, particulate and NOx emissions and responsiveness.
American BKM company began to develop electronically controlled accumulator pump nozzles in 1975. It was officially mass-produced in 1983. This servo fuel injection system can meet the matching needs of 17～2 91 0 k W diesel engines, and the maximum injection pressure can reach 160 MPa.
Other products include Japan Komatsu KOMPICS electronic hydraulic pump nozzle, Denso's common rail system ECD-U2, and Germany Bosch's diesel common rail electronically controlled accumulator injection system.
1. Electronically controlled in-line fuel injection pump
The electronically controlled fuel injection device developed on the basis of the in-line pump has the most functions. It has the fuel injection and injection timing control functions or only one of them. Some control systems also have control functions such as injection pressure and injection rate.
The fuel injection quantity control device of the electric control in-line pump is an electric control governor. The electronically controlled governor makes the control of the injection quantity change with the speed of rotation easy to implement, and its response speed is much faster than that of a mechanical or mechanical hydraulic governor, so the scope of application is very wide. The electronically controlled governor can be divided into electronic governors according to different actuators (such as the RED-type electronic governor of DKK Corporation of Japan, the E-type electronic governor of Heinzmann of Germany, and the electronic governor of Barber Colmann of the United States). And so on) and electro-hydraulic governors (such as ESR type governors from Bosch, Germany).
The injection timing device of the electronically controlled in-line pump generally uses electro-hydraulic actuators, such as the ECS system of the German MTU 880 series diesel engine, the ECD-P3 electro-hydraulic timing device of the Denso Company, and the PEEC system of Caterpillar Inc. of the United States. Wait.
Japan's ZEXEL's TICS system uses a plunger sliding sleeve timing adjustment mechanism to change the pre-stroke of the plunger supply by controlling the position of the timing sleeve, thereby adjusting the timing of the oil supply, and also can be controlled in conjunction with the speed-up cam. Injection rate and injection pressure. Japan Komatsu has also developed a variable pre-stroke KP2 type 1 injection pump with a unique combined plunger. The German company Bosch has also developed the RP39, RP43 variable injection rate and spray. Oil timing and fuel injection control The sliding sleeve fuel injection pump has a working principle and structure similar to that of ZEXEL's P-TICS system. It is also a variable pre-stroke in-line pump.
2, electronic control unit pump system
Germany's Bosch's electronically controlled unit pump (EUP) system uses a shorter high-pressure fuel line to achieve higher injection pressures up to a maximum of 1 60 MPa. The system uses high-speed solenoid valves to control injection timing. And the amount of fuel injected.
3, electronically controlled distribution pump
The injection quantity and injection timing of the diesel electromechanical control distribution pump are generally controlled by a high-speed solenoid valve. The closing timing of the solenoid valve corresponds to the injection timing, and the injection time of the solenoid valve is determined from the time of closing to opening, such as Toyota Corporation of Japan. ECD-type electronically controlled VE pump. Germany Audi company car diesel engine also uses electronically controlled distribution pump. American Stanadyne company developed in the early 90s DS type electronically controlled distribution pump for the US GM company's 1994 type 6. 5L On the supercharged diesel engine, the maximum injection pressure of the pump can reach 100 MPa. The newly developed RS type electronically controlled distribution pump can achieve higher injection pressure and the peak injection pressure is close to 1 40 MPa.
4. Electronically controlled pump nozzle system
In the future, the combustion system of diesel engines for trucks requires a maximum injection pressure of about 150 MPa to meet the requirements of emission and noise regulations. For this reason, the world's major automobile companies are developing high-voltage electronically controlled fuel injection systems, the most representative. The electronic control pump nozzle system can be divided into two types: mechanical drive type and accumulator type, which can achieve high injection pressure, improve the quality of fuel atomization, and greatly reduce the vortex flow in the diesel combustion system. For strength requirements, even vortex-free combustion systems can be used.
5. Mechanically driven electronically controlled pump nozzle system
The most well-developed electronically controlled pump nozzle system is a mechanically driven electronically controlled pump nozzle system, such as the DDEC type electronically controlled pump nozzle of De-troit Diesel Engine Company of the United States, and the PDE2 7 and PDE2 8 type electronic control of Bosch Company of Germany. Pump nozzles, electronically controlled pump nozzles from Carterpillar, USA, and EUI-type electronically controlled pump nozzles from Lúcas CAV, UK. The injection pressure of existing products has reached 1 50 MPa. The diesel engine for scientific research has a pump nozzle system with a pressure of up to 200 MPa or even higher. The mechanically driven electronic pump nozzle system has been fully developed abroad. From small diesel engines with a single cylinder displacement of less than 1 L to heavy diesel engines with a single cylinder displacement of a few L, satisfactory results have been obtained.
6. Electronically controlled accumulator pump nozzle system
In recent years, research on electronically controlled accumulator pump nozzles has been active. Because it does not require mechanical drives and mechanical adjustments, it can take advantage of pump nozzles without redesigning the diesel engine. For example, Caterpillar Inc. The electronically controlled accumulator pump nozzle system HEUI, the main features of the system are: combining electronic control and hydraulic technology to control the injection process and injection pressure according to time; the operation of the system is independent of the engine speed, and can be used in a wide range of conditions. Maintain high injection pressure within the range, the maximum injection pressure can reach 1 50 MPa; with injection rate control function, optimize the oil supply during the initial oil supply period, ignition delay period and main injection period; Diesel engines in the fuel injection system have improved smoke, particulate and NOx emissions and responsiveness.
American BKM company began to develop electronically controlled accumulator pump nozzles in 1975. It was officially mass-produced in 1983. This servo fuel injection system can meet the matching needs of 17～2 91 0 k W diesel engines, and the maximum injection pressure can reach 160 MPa.
Other products include Japan Komatsu KOMPICS electronic hydraulic pump nozzle, Denso's common rail system ECD-U2, and Germany Bosch's diesel common rail electronically controlled accumulator injection system.
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