1、diesel engine electro nic con trol tech no logy devel opmentElectro nically con trolled diesel engine tech no logy started in the 20th cen tury, 70s, 80s since the 20th cen tury, the Un ited Kin gdom Lucas company, Robert Bosch GmbH of Germa ny, Mercedes-Be nz Motor Company, America n Gen eral Detro

2、it Diesel Corpo rati on, Cummi ns In c., Cater pillar In c., Japan 50 Ling Motor Co. and Komatsu Ltd. are comp eti ng to devel op new pr oducts and market to meet the in creas in gly stri ngent emissi ons regulati ons.Because diesel engines have high torque, high-life, low fuel consump tio n and low

3、 emissi ons characteristics of diesel engine vehicles and solvi ng the en ergy p roblem of con structi on mach inery the most realistic and most reliable means. Therefore the use of diesel engines has become an in creas in gly wides pread, more and more qua ntity. At the same time, the po wer of die

4、sel engine p erforma nee, econo mic p erforma nee, emissi on con trol and no ise p ollutio n are also gett ing higher and higher. To rely on traditi onal mecha ni cal con trol fuel injectio n system has bee n un able to meet the above requireme nts, but also difficult to achieve fuel injectio n qua

5、ntity, injecti on p ressure and injectio n timi ng fully fun cti oning in accorda nee with the best work ing con diti on requireme nts. In rece nt years, with compu ter tech no logy, sen sor tech no logy and in formatio n tech no logy is devel oping rapi dly, so that the reliability of electr onic p

6、r oducts, cost, size, etc. to all diesel engines to meet the requireme nts for electro nic con trol and electro nically con trolled fuel injecti on easy to achieve.In fact, diesel exhaust CO and HC tha n gasoli ne engines much less, NOX emissi ons and gasoli ne engine similar to, but more exhaust p

7、articles, which is related to diesel engine combustio n mecha ni sm. Diesel is a non-homoge neous combusti on, combustible mixture formed a very short time, and combustible gas mixture formatio n and combusti on p rocess in terlaced together. Diesel Fuel Injectio n through the an alysis of the law t

8、o be: the atomizati on of fuel injected into the quality of the gas flow in side the cyli nder and combusti on chamber sha pe, etc. directly affect the p rogress of the combusti on p rocess, as well as the gen erati on of harmful emissi on s. I mprove atomizati on of diesel fuel injectio n p ressure

9、 and the effect of the use of p re-injectio n, such as sub-jet can effectively improve the emissi ons.After years of research and new tech no logy app licati ons, sec ond gen erati on of the devel opment of the electro nic con trol fuel injectio n system .In use" positi on con trol" of the

10、 first gen erati on of electr onic con trol fuel injecti on system, kee p the basic compo siti on and structure of traditi onal fuel injectio n system, on ly the origi nal mecha ni cal fuel pump and mecha ni cal con trol components with electro nically con trolled fuel injecti on pump and its con tr

11、ol p arts rep laced, by sett ing the con trol system, to improve con trol accuracy and response sp eed of diesel engine structure almost do not n eed to cha nge, the p roducti on of good in herita nee, easy to up grade to the existi ng diesel engine. The disadva ntage is that the p ositi on con trol

12、 system freque ncy response is slow, the con trol freque ncy is low, con trol the degree of freedom con trol p recisi on is not high eno ugh, injecti on p ressure con trol alone. In the "time con trol" of the first gen erati on of electro nic con trol fuel injectio n system, basic reta in

13、the traditi onal comp ositi on and structure of the fuel injectio n system, con trol system, by sett ing the formati on of high freque ncy con trol system, digital, determ ined by the sole noid valve clos ing time and closed time cycle for oil (sp ray) qua ntity and injectio n tim ing, the con trol

14、degree of freedom and con trol accuracy are incomp arable "po siti on con trol", its tech ni cal difficulty is how to sp eed up the n eed to bulk oil the res ponse sp eed of high-s peed sole noid valve, fuel injectio n p ressure are not independent con trol at the same time. The first gen

15、erati on of electro nic con trol fuel injectio n system, in cludi ng electric inline pump p art and electric con trol system and electric con trol distributio n pump system mono mer pump fuel injectio n system or electric pump no zzle injectio n system. But whatever electro nic con trol system devel

16、 opment, overall, electro nic con trol of diesel engine is the most imp orta nt thi ng to the electro nic con trol of fuel injectio n system, imp leme ntatio n of fuel injectio n and injectio n timi ng with the op erat ing con diti ons of real time con trol, con trolled fuel injectio n system is the

17、 object. It app lies various sen sors, real-time detecti on of diesel engine op erat ing p arameters, in cludi ng sp eed, temp erature, p ressure, etc., make them syn chr ono usiy input compu ter, and the p arameters of the adva nee has bee n stored in the compu ter value or op erati on of the fuel

18、injectio n qua ntity, injecti on tim ing pu Ise sp ectrum is used in the comp aris on. After p rocess ing and calculatio n, accord ing to the op erati on n eed to be the best to con trol the out put and the executi ng age ncy, driv ing the corres ponding part of the diesel engine, diesel engine op e

19、rati ng con diti ons to achieve the best.diesel engine with the p ast very differe nt from the status quo. Moder n diesel engines gen erally use electric con trolled injectio n, high p ressure com mon rail, turbo-charged in the cold tech no logy, in terms of weight, no ise, smoke, etc. has made a ma

20、jor breakthrough, reachi ng the level of gasoli ne. With the in creas in gly stri ngent in ter natio nal emissi on con trol sta ndards (such as Eur opelV, V sta ndard) the pro mulgatio n and imp leme ntatio n, whether it is gasoli ne or diesel engines are faced with severe challe nges, the soluti on

21、 is the use of electro nically con trolled fuel injectio n tech no logy. Now, the diesel engine electro nic con troltech no logy devel oped at the app licati on rate has reached more tha n 60%.柴油機(jī)電子控制技術(shù)的發(fā)展?fàn)顩r柴油機(jī)電子控制技術(shù)始于20世紀(jì)70年代，20世紀(jì)80年代以來，英國(guó)盧卡 斯公司、德國(guó)博世公司、奔馳汽車公司、美國(guó)通用的底特律柴油機(jī)公司、康明斯 公司、卡特彼勒公司、日本五十鈴汽車公司及小

22、松制作所等都競(jìng)相開發(fā)新產(chǎn)品并 投放市場(chǎng)，以滿足日益嚴(yán)格的排放法規(guī)要求。由于柴油機(jī)具備高扭矩、高壽命、低油耗、低排放等特點(diǎn)，柴油機(jī)成為解決汽車及工程機(jī)械能源問題最現(xiàn)實(shí)和最可靠的手段。因此柴油機(jī)的使用范圍越來越 廣，數(shù)量越來越多。同時(shí)對(duì)柴油機(jī)的動(dòng)力性能、經(jīng)濟(jì)性能、控制廢氣排放和噪聲 污染的要求也越來越高。依靠傳統(tǒng)的機(jī)械控制噴油系統(tǒng)已無法滿足上述要求，也 難以實(shí)現(xiàn)噴油量、噴油壓力和噴射正時(shí)完全按最佳工況運(yùn)轉(zhuǎn)的要求。近年來，隨 著計(jì)算機(jī)技術(shù)、傳感器技術(shù)及信息技術(shù)的迅速發(fā)展，使電子產(chǎn)品的可靠性、成本、 體積等各方面都能滿足柴油機(jī)進(jìn)行電子控制的要求， 并且電子控制燃油噴射很容 易實(shí)現(xiàn)。實(shí)際上，柴油機(jī)排氣中

23、CO和HC比汽油機(jī)少得多，NOX排放量與汽油機(jī) 相近，只是排氣微粒較多，這與柴油機(jī)燃燒機(jī)理有關(guān)。柴油機(jī)是一種非均質(zhì)燃燒， 可燃混合氣形成時(shí)間很短，而且可燃混合氣形成與燃燒過程交錯(cuò)在一起。 通過分 析柴油機(jī)噴油規(guī)律得到：噴入燃料的霧化質(zhì)量、汽缸內(nèi)氣體的流動(dòng)以及燃燒室形 狀等均直接影響燃燒過程的進(jìn)展以及有害排放物的生成。 提高噴油壓力和柴油霧 化效果、使用預(yù)噴射、分段噴射等可以有效的改善排放。經(jīng)過多年的研究和新技術(shù)應(yīng)用，柴油發(fā)動(dòng)機(jī)電控燃油噴射系統(tǒng)經(jīng)歷了幾個(gè) 重要的發(fā)展階段。按對(duì)循環(huán)供（噴）油量、噴油正時(shí)、噴油速率和噴油壓力等的控制方式分，經(jīng)歷了從“位置控制”到“時(shí)間控制”，再到“時(shí)間-壓力控制”或“壓力控制”的發(fā)展過程。按燃油噴射系統(tǒng)的基本組成和結(jié)構(gòu)分， 經(jīng)歷了常規(guī)壓 力電控噴油系統(tǒng)的第一代電控噴油系統(tǒng)到高壓電控噴油系統(tǒng)的第二代電控噴油 系統(tǒng)的發(fā)展過程。在采用“位置控制”的第一代電控噴油系統(tǒng)中，保留了傳統(tǒng)燃 油噴射系統(tǒng)的基本組成和結(jié)構(gòu)，只是將