Electronic fuel injection system applied to efficient engine

Abstract

The invention discloses an electronic fuel injection system applied to an efficient engine and belongs to the technical field of engine electronic control. The fuel oil supply optimization module comprises a 350bar side-spraying high-pressure oil rail and a single-plunger high-pressure oil pump, the signal acquisition precision module comprises a camshaft position sensor on a valve chamber housing and a bidirectional detection Hall type crankshaft position sensor, the production maintenance module is a platform electronic throttle body, and the air-fuel ratio regulation and control module comprises an exhaust pipe linear oxygen sensor. The fault diagnosis module comprises 20-350kpa air inlet temperature pressure sensors (arranged in an air inlet manifold pressure stabilizing cavity and an intercooler air outlet chamber) and a desorption diagnosis pressure sensor; the ignition module is an ignition coil integrated with the ignition module; the structure innovation module comprises a double-end fast-insertion carbon tank control valve. All the modules are cooperatively controlled by an electronic control unit. Through collaborative optimization of all the modules, the comprehensive performance of the electronic fuel injection system of the engine is comprehensively improved, the requirement for efficient operation of the engine can be met, the production and maintenance cost can be reduced, and good application value is achieved.

Description

Technical Field

[0001] This invention belongs to the field of engine electronic control technology, specifically an electronic fuel injection system applied to high-efficiency engines. Background Technology

[0002] With increasingly stringent environmental regulations and rising user demands for engine power and fuel economy, high-efficiency engines have become a development trend. As a core component of the engine, the performance of the electronic fuel injection system directly affects combustion efficiency, emissions levels, and reliability. Limitations of traditional electronic fuel injection systems in areas such as injection pressure, sensor accuracy, diagnostic functions, and component integration have hindered further improvements in high-efficiency engine performance, necessitating new reliability solutions to meet industry development needs. Summary of the Invention

[0003] To address the problems existing in the background art, the present invention provides an electronic fuel injection system for high-efficiency engines.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: an electronic fuel injection system for high-efficiency engines, comprising a fuel supply optimization module, a signal acquisition precision module, a production and maintenance facilitation module, an air-fuel ratio intelligent control module, a fault diagnosis and early warning module, an ignition performance enhancement module, a component structure innovation module, and an electronic control unit; The fuel supply optimization module includes a 350-bar high-pressure fuel rail and a high-pressure fuel pump. The 350-bar high-pressure fuel rail is a side-injection structure and is fixedly mounted on the engine cylinder head. The high-pressure fuel pump is a single-plunger pump. The drive end of the high-pressure fuel pump is connected to the engine intake camshaft. The output end of the high-pressure fuel pump is sealed and connected to the fuel inlet of the 350-bar high-pressure fuel rail via a high-pressure fuel pipe. The control end of the high-pressure fuel pump is electrically connected to the electronic control unit (ECU) and receives fuel injection control commands from the ECU. The precision signal acquisition module includes a camshaft position sensor and a crankshaft position sensor. The camshaft position sensor is fixedly mounted on the engine valve cover, and its signal output terminal is electrically connected to the electronic control unit (ECU). The crankshaft position sensor is a bidirectional Hall effect sensor, and its signal output terminal is also electrically connected to the ECU. The crankshaft position sensor and the camshaft position sensor interact through the ECU, and together they transmit engine operating condition signals to the ECU. The simplified production and maintenance module is a platform-based electronic throttle body. This electronic throttle body is sealed to the engine intake manifold via a standardized interface. The control terminal of the electronic throttle body is electrically connected to the electronic control unit (ECU) and receives intake volume adjustment commands from the ECU. The intelligent air-fuel ratio control module includes a linear oxygen sensor, which is mounted on the engine exhaust pipe. The detection end of the linear oxygen sensor is in contact with the exhaust gas flow, and the signal output end of the linear oxygen sensor is electrically connected to the electronic control unit (ECU) to provide an air-fuel ratio signal. Based on the signal, the ECU sends adjustment commands to the high-pressure fuel pump of the fuel supply optimization module and the electronic throttle body of the production and maintenance facilitation module. The fault diagnosis and early warning module includes an intake air temperature and pressure sensor and a desorption diagnostic pressure sensor. The intake air temperature and pressure sensor has a pressure range of 20-350 kPa and is fixedly arranged on the intake manifold pressure regulating chamber and the intercooler outlet chamber in front of the electronic throttle body, respectively. The detection end of the intake air temperature and pressure sensor is in contact with the intake airflow, and the signal output end of the intake air temperature and pressure sensor is electrically connected to the electronic control unit. The desorption diagnostic pressure sensor is also electrically connected to the electronic control unit. Both sensors work together to transmit pressure and temperature signals to the electronic control unit. The electronic control unit combines the operating condition signals from the signal acquisition precision module to determine system faults. The ignition performance enhancement module is an ignition coil integrating an ignition module. The control terminal of the ignition coil is electrically connected to the electronic control unit, and the output terminal of the ignition coil is electrically connected to the engine spark plug. Based on the engine phase signal transmitted by the signal acquisition precision module, the electronic control unit sends ignition timing and ignition energy control commands to the ignition coil. The innovative component structure module includes a canister control valve with a double-ended quick-connect design. The canister control valve is sealed to the canister pipeline and the intake manifold pipeline respectively through quick-connect interfaces. The control end of the canister control valve is electrically connected to the electronic control unit. The electronic control unit controls the opening degree of the canister control valve in conjunction with the air-fuel ratio signal from the intelligent air-fuel ratio regulation module.

[0005] Electronic fuel injection systems used in high-efficiency engines also include intake air mixing valves and coolant temperature sensors; One end of the intake mixing valve is fixedly connected to the corresponding interface of the engine intake system via a flange, and the other end of the intake mixing valve is sealed to the intake pipeline via a rubber hose. The control end of the intake mixing valve is electrically connected to the electronic control unit. The coolant temperature sensor is an NTC thermistor, which is installed on the engine outlet water pipe via a threaded connection and a gasket. The signal output end of the coolant temperature sensor is electrically connected to the electronic control unit and is used to transmit the coolant temperature signal to the electronic control unit.

[0006] The two ends of the high-pressure oil pipe between the high-pressure oil pump and the 350bar high-pressure oil rail are fixedly connected to the oil outlet of the high-pressure oil pump and the oil inlet of the 350bar high-pressure oil rail through sealing joints, respectively. The sealing joints do not leak fuel under 350bar pressure.

[0007] The standardized interface of the electronic throttle body includes mechanical mounting holes and electrical connectors. The mechanical mounting holes are adapted to the corresponding mounting positions of the engine intake manifold, and the electrical connectors are matched with the wiring harness plugs of the electronic control unit.

[0008] The camshaft position sensor and crankshaft position sensor are synchronized through the electronic control unit to jointly determine the engine operating phase, so that the electronic control unit sends control commands to the fuel supply optimization module and the ignition performance enhancement module according to the engine operating sequence.

[0009] After receiving the temperature signal from the coolant temperature sensor, the electronic control unit, in conjunction with the operating condition signal from the signal acquisition precision module, sends adaptive adjustment commands to the fuel supply optimization module and the ignition performance enhancement module.

[0010] Compared with the prior art, the beneficial effects of the present invention are: 1. Improve engine combustion efficiency and power economy: Optimize fuel combustion effect. The fuel supply optimization module improves fuel atomization through high-pressure injection. Combined with the intelligent air-fuel ratio control module for precise control of the combustion process, combustion is more complete, fundamentally improving engine power output while reducing unnecessary fuel consumption. Balance power and economic performance. The intelligent air-fuel ratio control module monitors and adjusts the air-fuel ratio in real time to ensure that the engine is in a state of efficient combustion under different operating conditions, avoiding power waste and reducing fuel consumption, thus balancing power output and operating costs.

[0011] 2. Enhance system stability and reliability: Ensure the accuracy of signal acquisition and control. The precision signal acquisition module accurately captures engine operating signals through high-precision sensors, providing a reliable basis for the electronic control unit's decisions and ensuring the accuracy of control commands such as fuel injection and ignition, reducing operational instability caused by signal errors; improve ignition and sealing reliability. The ignition performance enhancement module optimizes ignition energy and timing to ensure reliable engine ignition under various operating conditions, reducing misfires; the component structure innovation module enhances system sealing by optimizing component design, avoiding risks such as fuel vapor leakage and improving overall operational reliability.

[0012] 3. Reduce production and maintenance costs: Simplify production and maintenance processes. The production and maintenance convenience module adopts a platform design. Through standardized interfaces and structures, it reduces the design and process complexity during production and manufacturing, while making later maintenance easier and reducing the time and cost investment in the production and maintenance process; improve assembly efficiency. The optimized design of the component structure module simplifies the installation steps while ensuring sealing performance, speeds up the assembly process, and reduces the operational difficulty in the assembly process.

[0013] 4. Enhance system fault management capabilities: The fault diagnosis and early warning module has built a comprehensive diagnostic system that can monitor the system's operating status in real time, achieve early warning and rapid location of faults, reduce downtime caused by faults, reduce the difficulty of fault diagnosis, and ensure the continuous and stable operation of the engine.

[0014] 5. Enhanced system adaptability and versatility: Adaptable to multiple power platforms, the system adopts a modular and compatible design, enabling it to adapt to different types of power platforms without requiring large-scale adjustments for different platforms, thus expanding the system's application range; Reliability is ensured through design features, and the optimized design of the system's structure and module collaboration can maintain stable performance under different operating environments and conditions, meeting the stringent requirements of high-efficiency engines for electronic fuel injection systems.

[0015] In summary, this invention comprehensively improves the overall performance of the engine electronic fuel injection system through the coordinated optimization of various modules. It can not only meet the requirements of efficient engine operation, but also reduce production and maintenance costs, and has good application value. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a flowchart of the workflow of the present invention. Detailed Implementation

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0018] This embodiment describes an electronic fuel injection system for a high-efficiency engine, including a fuel supply optimization module, a signal acquisition precision module, a production and maintenance facilitation module, an air-fuel ratio intelligent control module, a fault diagnosis and early warning module, an ignition performance enhancement module, a component structure innovation module, and an electronic control unit. The fuel supply optimization module includes a 350-bar high-pressure fuel rail 1 and a high-pressure fuel pump 2. The 350-bar high-pressure fuel rail 1 is a side-injection structure and is fixedly mounted on the engine cylinder head. The high-pressure fuel pump 2 is a single-plunger pump. The drive end of the high-pressure fuel pump 2 is driven and connected to the engine intake camshaft. The output end of the high-pressure fuel pump 2 is sealed and connected to the fuel inlet of the 350-bar high-pressure fuel rail 1 through a high-pressure fuel pipe. The control end of the high-pressure fuel pump 2 is electrically connected to the electronic control unit (ECU) and receives fuel injection control commands from the ECU. The precision signal acquisition module includes a camshaft position sensor 4 and a crankshaft position sensor 8. The camshaft position sensor 4 is fixedly mounted on the engine valve cover, and its signal output terminal is electrically connected to the electronic control unit (ECU). The crankshaft position sensor 8 is a bidirectional Hall effect sensor, and its signal output terminal is also electrically connected to the ECU. The crankshaft position sensor 8 and the camshaft position sensor 4 interact through the ECU, and together they transmit engine operating condition signals to the ECU. The simplified production and maintenance module is a platform-designed electronic throttle body 7. The electronic throttle body 7 is sealed to the engine intake manifold via a standardized interface. The control terminal of the electronic throttle body 7 is electrically connected to the electronic control unit and receives intake volume adjustment commands from the electronic control unit. The intelligent air-fuel ratio control module includes a linear oxygen sensor 5, which is installed on the engine exhaust pipe. The detection end of the linear oxygen sensor 5 is in contact with the exhaust gas flow, and the signal output end of the linear oxygen sensor 5 is electrically connected to the electronic control unit (ECU) to provide an air-fuel ratio signal. Based on the signal, the ECU sends adjustment commands to the high-pressure fuel pump 2 of the fuel supply optimization module and the electronic throttle body 7 of the production and maintenance facilitation module. The fault diagnosis and early warning module includes an intake air temperature and pressure sensor 9 and a desorption diagnostic pressure sensor. The intake air temperature and pressure sensor 9 has a pressure range of 20-350 kPa and is fixedly arranged on the intake manifold pressure regulating chamber and the intercooler outlet chamber in front of the electronic throttle body 7, respectively. The detection end of the intake air temperature and pressure sensor 9 is in contact with the intake airflow, and the signal output end of the intake air temperature and pressure sensor 9 is electrically connected to the electronic control unit. The desorption diagnostic pressure sensor is also electrically connected to the electronic control unit. The two sensors work together to transmit pressure and temperature signals to the electronic control unit. The electronic control unit combines the operating condition signals from the signal acquisition precision module to determine system faults. The ignition performance enhancement module is an ignition coil 6 integrating an ignition module. The control terminal of the ignition coil 6 is electrically connected to the electronic control unit, and the output terminal of the ignition coil 6 is electrically connected to the engine spark plug. The electronic control unit sends ignition timing and ignition energy control commands to the ignition coil 6 based on the engine phase signal transmitted by the signal acquisition precision module. The innovative component structure module includes a canister control valve with a double-ended quick-connect design. The canister control valve is sealed to the canister pipeline and the intake manifold pipeline respectively through quick-connect interfaces. The control end of the canister control valve is electrically connected to the electronic control unit. The electronic control unit controls the opening degree of the canister control valve in conjunction with the air-fuel ratio signal from the intelligent air-fuel ratio regulation module.

[0019] The electronic fuel injection system used in high-efficiency engines also includes an intake air mixing valve 3 and a coolant temperature sensor 10; One end of the intake mixing valve 3 is fixedly connected to the corresponding interface of the engine intake system via a flange, and the other end of the intake mixing valve 3 is sealed to the intake pipeline via a rubber hose. The control end of the intake mixing valve 3 is electrically connected to the electronic control unit. The coolant temperature sensor 10 is an NTC thermistor, which is installed on the engine outlet water pipe via a threaded connection and a gasket. The signal output end of the coolant temperature sensor 10 is electrically connected to the electronic control unit and is used to transmit the coolant temperature signal to the electronic control unit ECU.

[0020] The two ends of the high-pressure oil pipe between the high-pressure oil pump 2 and the 350bar high-pressure oil rail 1 are fixedly connected to the oil outlet of the high-pressure oil pump 2 and the oil inlet of the 350bar high-pressure oil rail 1 through sealing joints, and the sealing joints do not leak fuel under 350bar pressure.

[0021] The standardized interface of the electronic throttle body 7 includes mechanical mounting holes and circuit connectors. The mechanical mounting holes are adapted to the corresponding mounting positions of the engine intake manifold, and the circuit connectors are matched with the wiring harness plugs of the electronic control unit.

[0022] The camshaft position sensor 4 and crankshaft position sensor 8 are synchronized through the electronic control unit to jointly determine the engine operating phase, so that the electronic control unit sends control commands to the fuel supply optimization module and the ignition performance enhancement module according to the engine operating sequence.

[0023] After receiving the temperature signal from the coolant temperature sensor 10, the electronic control unit, in conjunction with the operating condition signal from the signal acquisition precision module, sends adaptive adjustment commands to the fuel supply optimization module and the ignition performance enhancement module.

[0024] This invention uses an Electronic Control Unit (ECU) as its core (ECU is existing technology), achieving reliable and efficient operation through the coordinated operation of seven core technology modules. The ECU, acting as the "central hub," receives signals from various sensors in real time, generates control commands, drives each actuator, and dynamically optimizes based on feedback. Regarding fuel supply, the ECU... Based on the engine speed, piston position, and working phase signals acquired by the camshaft position sensor 4 and the bidirectional Hall effect crankshaft position sensor 8 in the precision signal acquisition module, the injection timing and injection quantity are calculated. This controls the operation of the single-plunger high-pressure fuel pump 2 driven by the intake camshaft in the fuel supply optimization module. The fuel is pressurized and delivered through a high-pressure fuel line to the 350bar side-injection high-pressure fuel rail 1 mounted on the cylinder head, achieving high-pressure precision injection and enhancing fuel atomization to improve combustion efficiency. The camshaft position sensor 4 and crankshaft position sensor 8 in the precision signal acquisition module work together to transmit signals to the ECU, providing a reliable basis for various controls. The linear oxygen sensor 5 in the intelligent air-fuel ratio control module is installed on the exhaust pipe, detecting and feeding back the air-fuel ratio signal to the ECU in real time. Based on this, the ECU sends commands to the high-pressure fuel pump 2 and the platform-based electronic throttle body 7 connected via a standardized interface in the production and maintenance convenience module to adjust the injection quantity and intake volume, ensuring the air-fuel ratio is optimal. The high-efficiency range is maintained; the integrated ignition module of the ignition performance enhancement module, with its high-energy ignition coil 6, achieves reliable ignition in conjunction with the spark plugs under the ignition timing and energy control commands sent by the ECU based on the engine phase signal transmitted by the sensor; the 20-350kPa intake air temperature and pressure sensors 9 of the fault diagnosis and warning module are respectively arranged in the intake manifold pressure regulating chamber and the intercooler outlet chamber before the electronic throttle body 7, and work with the desorption diagnostic pressure sensor to transmit signals to the ECU. The ECU combines the operating condition signal to determine the fault and achieve early warning and rapid location; the carbon canister control valve with a double-ended quick-connect design in the component structure innovation module works under the control of the ECU, ensuring sealing while simplifying installation; the intake air mixing valve 3 is connected by a flange and hose to ensure reliable intake passage; the coolant temperature sensor 10 uses an NTC thermistor installed in the water outlet pipe to transmit temperature signals to the ECU. The ECU combines this signal with the operating condition signal to adaptively adjust the fuel supply and ignition module. The entire system achieves efficient and reliable operation through the collaboration of various modules and the closed-loop operation of "acquisition-computation-execution-feedback". It has also been verified by tests on connector reliability and electromagnetic compatibility to adapt to multiple power platforms.

[0025] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An electronic fuel injection system for use in a high-efficiency engine, characterized in that: It includes a fuel supply optimization module, a signal acquisition precision module, a production and maintenance convenience module, an air-fuel ratio intelligent control module, a fault diagnosis and early warning module, an ignition performance enhancement module, a component structure innovation module, and an electronic control unit; The fuel supply optimization module includes a 350bar high-pressure fuel rail (1) and a high-pressure fuel pump (2). The 350bar high-pressure fuel rail (1) is a side-injection structure and is fixedly installed on the engine cylinder head. The high-pressure fuel pump (2) is a single-plunger pump. The drive end of the high-pressure fuel pump (2) is connected to the engine intake camshaft drive. The output end of the high-pressure fuel pump (2) is sealed and connected to the inlet of the 350bar high-pressure fuel rail (1) through a high-pressure fuel pipe. The control end of the high-pressure fuel pump (2) is electrically connected to the electronic control unit and receives the fuel injection control command from the electronic control unit. The signal acquisition precision module includes a camshaft position sensor (4) and a crankshaft position sensor (8). The camshaft position sensor (4) is fixedly arranged on the engine valve cover. The camshaft position sensor (4) is electrically connected to the electronic control unit (ECU) at its signal output end. The crankshaft position sensor (8) is a bidirectional Hall effect sensor. The crankshaft position sensor (8) is electrically connected to the ECU at its signal output end. The crankshaft position sensor (8) and the camshaft position sensor (4) interact through the ECU. They work together to transmit engine operating condition signals to the ECU. The production and maintenance facilitation module is a platform-designed electronic throttle body (7). The electronic throttle body (7) is sealed to the engine intake manifold through a standardized interface. The control end of the electronic throttle body (7) is electrically connected to the ECU and receives the intake air volume adjustment command from the ECU. The air-fuel ratio intelligent control module... The system includes a linear oxygen sensor (5), which is installed on the engine exhaust pipe. The detection end of the linear oxygen sensor (5) is in contact with the exhaust gas flow. The signal output end of the linear oxygen sensor (5) is electrically connected to the electronic control unit (ECU) and is used to feed back the air-fuel ratio signal to the ECU. Based on the signal, the ECU sends adjustment commands to the high-pressure fuel pump (2) of the fuel supply optimization module and the electronic throttle body (7) of the production and maintenance facilitation module. The fault diagnosis and early warning module includes an intake air temperature and pressure sensor (9) and a desorption diagnostic pressure sensor. The pressure range of the intake air temperature and pressure sensor (9) is 20-350 kPa. The sensor is fixedly arranged in front of the intake manifold pressure stabilizing chamber and the intercooler outlet in front of the electronic throttle body (7). In the upper chamber, the detection end of the intake air temperature and pressure sensor (9) is in contact with the intake airflow, and the signal output end of the intake air temperature and pressure sensor (9) is electrically connected to the electronic control unit. The desorption diagnostic pressure sensor is electrically connected to the electronic control unit. The two work together to transmit pressure and temperature signals to the electronic control unit. The electronic control unit combines the operating condition signals of the signal acquisition precision module to determine the system fault. The ignition performance enhancement module is an ignition coil (6) with an integrated ignition module. The control end of the ignition coil (6) is electrically connected to the electronic control unit, and the output end of the ignition coil (6) is electrically connected to the engine spark plug. The electronic control unit sends ignition timing and ignition energy control commands to the ignition coil (6) according to the engine phase signal transmitted by the signal acquisition precision module.The innovative component structure module includes a dual-end quick-connect design for the canister pouch. This valve is sealed to both the canister pouch and the intake manifold via quick-connect interfaces. The valve's control end is electrically connected to an electronic control unit (ECU). The ECU, in conjunction with the air-fuel ratio signal from the intelligent air-fuel ratio control module, controls the valve's opening.

2. The electronic fuel injection system for a high-efficiency engine according to claim 1, characterized in that: The electronic fuel injection system used in high-efficiency engines also includes an intake mixing valve (3) and a coolant temperature sensor (10). One end of the intake mixing valve (3) is fixedly connected to the corresponding interface of the engine intake system through a flange, and the other end of the intake mixing valve (3) is sealed to the intake pipeline through a rubber tube. The control end of the intake mixing valve (3) is electrically connected to the electronic control unit. The coolant temperature sensor (10) is an NTC thermistor, which is installed on the engine outlet water pipe through a threaded connection and a gasket. The signal output end of the coolant temperature sensor (10) is electrically connected to the electronic control unit and is used to transmit the coolant temperature signal to the electronic control unit.

3. The electronic fuel injection system for a high-efficiency engine according to claim 1, characterized in that: The two ends of the high-pressure oil pipe between the high-pressure oil pump (2) and the 350bar high-pressure oil rail (1) are fixedly connected to the oil outlet of the high-pressure oil pump (2) and the oil inlet of the 350bar high-pressure oil rail (1) through sealing joints, and the sealing joints do not leak fuel under 350bar pressure.

4. The electronic fuel injection system for a high-efficiency engine according to claim 1, characterized in that: The standardized interface of the electronic throttle body (7) includes mechanical mounting holes and circuit connectors. The mechanical mounting holes are adapted to the corresponding mounting positions of the engine intake manifold, and the circuit connectors are matched with the wiring harness plugs of the electronic control unit.

5. The electronic fuel injection system for a high-efficiency engine according to claim 1, characterized in that: The camshaft position sensor (4) and crankshaft position sensor (8) achieve signal synchronization through the electronic control unit, and work together to determine the engine working phase, so that the electronic control unit sends control commands to the fuel supply optimization module and the ignition performance enhancement module according to the engine working sequence.

6. The electronic fuel injection system for a high-efficiency engine according to claim 1, characterized in that: After receiving the temperature signal from the coolant temperature sensor (10), the electronic control unit, in conjunction with the operating condition signal from the signal acquisition precision module, sends adaptive adjustment commands to the fuel supply optimization module and the ignition performance enhancement module.

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