Electrically controlled diesel pile driver

Abstract

The application discloses an electrically-controlled diesel pile driver, which comprises a guide rod, a top cross beam and a piston, wherein the piston is provided with an electrically-controlled fuel system and an electric control unit, and the outer side of the piston is provided with a position sensor one and a position sensor two; the electrically-controlled fuel system comprises a fuel pump assembly, an oil nozzle assembly and a two-position three-way electromagnetic valve, the oil outlet of the fuel pump assembly is connected with the pressure oil port P of the two-position three-way electromagnetic valve, the working oil port A of the two-position three-way electromagnetic valve is connected with the oil inlet of the oil nozzle assembly, and the oil return port T of the two-position three-way electromagnetic valve is connected with an oil tank; the electric control unit is electrically connected with the two-position three-way electromagnetic valve; the position sensor one is in the same plane with the uppermost piston ring of the piston body; and the position sensor two is in the same plane with the contact point of the impact pin and the curved arm. The diesel pile driver can adjust the injection control starting time and the injection control pulse width according to the working condition, fuel can be injected into the cylinder at the optimal time, and the automatic and accurate control of the fuel injection amount and the fuel injection timing can be realized.

Description

Technical Field

[0001] This invention relates to a piling machine for foundation construction in building engineering, and more particularly to a guide rod type diesel piling machine that can electrically adjust and control the oil supply. Technical Background

[0002] The guide rod type diesel pile driver is a pile driving machine that operates on the principle of a two-stroke internal combustion engine. The main body of the guide rod type diesel pile driver consists of a cylinder (cylinder hammer) and a plunger (piston). The powerful pressure generated by the combustion of atomized diesel fuel injected into the cylinder's combustion chamber under high pressure and temperature drives the cylinder hammer. This pile driver features a simple structure, convenient maintenance, and stable performance. It is widely used in the construction of various pile types, including timber piles, metal piles, precast concrete piles, lime-soil piles, cast-in-place piles, and rammed-expanded piles. It is the ideal equipment for foundation pile construction in ports, docks, airports, bridges, water conservancy projects, high-grade highways, and high-rise buildings.

[0003] Hydraulic pile drivers, which belong to the same category of hammer-driven pile drivers as diesel pile drivers, have advantages such as simple structure, low cost, gentle impact on the pile, and less risk of damage. However, diesel pile drivers also suffer from high vibration and noise, low diesel injection pressure, poor atomization, and incomplete combustion in the cylinder, leading to black smoke and oil pollution during operation, thus limiting their application. Furthermore, during operation, workers must manually adjust the fuel injection volume using levers to adapt to different working conditions, requiring extensive engineering experience. This mechanical fuel control method increases labor costs and lacks precision and flexibility. Against this backdrop, this invention designs an electronically controlled fuel system based on a two-position three-way solenoid valve for diesel pile drivers, providing a feasible path for the electrification of diesel pile drivers. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the existing technology, the technical problem to be solved by the present invention is an electronically controlled diesel pile driver that can realize automatic and precise control of fuel injection quantity and fuel injection timing.

[0005] To solve the above-mentioned technical problems, the present invention provides an electronically controlled diesel pile driver, comprising two parallel guide rods. A top crossbeam is fixedly installed at the upper end of the guide rods, and a piston is fixedly connected to the lower end of the guide rods. A cylinder hammer is slidably supported on the guide rods. An electronically controlled fuel system and an electronic control unit are provided on the piston. A position sensor 1 and a position sensor 2 are provided on the outer side of the piston. The electronically controlled fuel system includes a fuel pump assembly, a fuel injector assembly, and a two-position three-way solenoid valve. The fuel pump assembly's outlet is connected to the pressure port P of the two-position three-way solenoid valve, the working port A of the two-position three-way solenoid valve is connected to the fuel injector assembly's inlet, and the return port T of the two-position three-way solenoid valve is connected to the fuel tank. The electronic control unit is electrically connected to the two-position three-way solenoid valve.

[0006] Furthermore, the position sensor one and the position sensor two are fixedly mounted on a sensor bracket, which is fixedly connected to the top crossbeam and / or the piston.

[0007] Furthermore, the fuel pump assembly's outlet is connected to the pressure port P of the two-position three-way solenoid valve via the solenoid valve's inlet pipe, the two-position three-way solenoid valve's working port A is connected to the fuel injector assembly's inlet via the solenoid valve's outlet pipe, and the two-position three-way solenoid valve's return port T is connected to the fuel tank via the solenoid valve's return pipe.

[0008] Furthermore, the piston includes a piston seat and a piston body that are integrally connected. The piston seat is provided with an oil tank, and piston rings are fitted onto the cylindrical surface of the piston body.

[0009] Furthermore, the position sensor is on the same plane as the uppermost piston ring of the piston body.

[0010] Furthermore, the fuel pump assembly includes a plunger movably supported on the pump body and a tappet movably supported on the upper part of the pump body. One end of a crank arm hinged to the piston contacts the tappet, and the other end of the crank arm corresponds to an impact pin, which is fixedly mounted on the cylinder hammer.

[0011] Furthermore, the second position sensor is on the same plane as the contact point between the impact pin and the crank arm.

[0012] The beneficial effects of this invention are as follows: 1. This invention uses a position sensor to detect the characteristic position of the cylinder hammer's fall. The electronic control unit (ECU) then uses the position sensor signal to inject high-pressure diesel fuel pumped by the fuel pump into the cylinder at the theoretically optimal time, effectively improving the combustion situation in the cylinder, reducing pollutant emissions, and increasing the maximum combustion pressure in the cylinder, thus improving the efficiency of cylinder operation and reducing fuel consumption. 2. The ECU can also adjust the injection control pulse width to determine the duration for which the solenoid valve maintains the injection state, thereby controlling the amount of fuel injected into the cylinder. This achieves automatic and precise control of the injection quantity and injection timing, which is more accurate than manually pulling the fuel quantity adjustment lever, while also reducing the cost of human resources. Attached Figure Description

[0013] Figure 1 This is a front structural schematic diagram of a specific embodiment of the electronically controlled diesel pile driver of the present invention;

[0014] Figure 2 yes Figure 1 A schematic diagram of the rear structure;

[0015] Figure 3 yes Figure 1 A schematic diagram of the electrically controlled oil supply system in the embodiment shown. Detailed Implementation

[0016] The electronically controlled diesel pile driver of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0017] like Figure 1 , Figure 2 The electrically controlled diesel pile driver shown in this invention includes a sensor bracket 1, a landing gear 2, a first position sensor 3, a second position sensor 4, a piston 5, a top crossbeam 6, a guide rod 7, a landing gear lifting pulley 8, a hammer 9, an electronically controlled fuel system 10, and an electronic control unit 11. The top crossbeam 6 and piston 5 are respectively installed at the upper and lower ends of the guide rod 7. The hammer 9 and landing gear 2 are slidably mounted on the guide rod 7. The landing gear 2 is located above the hammer 9 and is equipped with a hook. The landing gear lifting pulley 8 is installed above the landing gear 2. When the pile driver starts, the winch can lift the hammer 9 via a steel cable and the landing gear lifting pulley 8. The sensor bracket 1 is located on one side of the guide rod 7 and is fixedly connected to the top crossbeam 6 via a connecting plate. Position sensor 3 and position sensor 4 are both mounted on sensor bracket 1. Position sensor 3 is horizontally aligned with the first piston ring of piston 5. Piston 5 includes a piston seat and piston body cast as one piece, with piston rings fitted on the cylindrical surface of the piston body; that is, position sensor 3 and the uppermost piston ring of piston 5 are on the same plane. Position sensor 4 is horizontally aligned with the position where impact pin 23 just contacts crank arm 32 during its descent (oil quantity adjustment lever is at maximum oil quantity position); that is, position sensor 4, impact pin 23, and the contact point of crank arm 32 are on the same plane. The electronic control unit 11, fixedly mounted on piston 5, can determine the direction of movement of cylinder hammer 9 based on the order in which the signals from the two position sensors are received. The electronic control unit 11 is a commonly used electronic control unit (ECU), such as the ECU used in engine integrated control devices. This type of ECU can calculate, process, and judge various information input from various engine sensors based on its stored program, and then output commands to control the actions of relevant actuators, achieving the purpose of fast, accurate, and automatic control of engine operation.

[0018] The electronic fuel system 10 includes a fuel pump assembly, a fuel injector assembly, and a two-position three-way solenoid valve 21. The fuel pump assembly and the fuel injector assembly adopt the common structure of existing diesel hammers. The fuel pump part of the fuel pump assembly is located outside the piston 5, and the nozzle part of the fuel injector assembly is located inside the piston 5. These structures are also common to existing diesel hammers. The electronic control unit 11 is mounted on the piston 5, located on the opposite side of the fuel pump.

[0019] Figure 3The diagram shows the fuel circuit structure of the electronically controlled fuel system 10. Its injector assembly includes a nozzle 12, injector 13, injection path 14, injector inlet path 15, injector seat 16, pipe connector 17, and connecting nut 18. The outer end of pipe connector 17 is the fuel inlet. Its fuel pump assembly includes an impact pin 23, upper pump body 24, plunger spring cover 25, plunger spring 26, pump body 27, delivery valve return spring 28, intermediate block 29, lower seat 30, flat connector 31, crank arm 32, tappet 33, plunger 34, fuel pump inlet path 35, plunger chamber 36, delivery valve 37, delivery valve chamber 38, delivery valve return spring seat 39, delivery valve outlet path 40, fuel pump outlet path 41, delivery bolt 42, fuel quantity adjustment lever, and eccentric shaft. The impact pin 23 is fixedly mounted on the cylinder hammer 9. The two-position three-way solenoid valve 21 has a general structure. The fuel pump assembly's outlet is connected to the pressure port P of the two-position three-way solenoid valve 21 via the solenoid valve inlet pipe 22. This outlet is located on the flat connector 31. The working port of the two-position three-way solenoid valve 21 is connected to the fuel injector assembly's inlet via the solenoid valve outlet pipe 19. The return port T of the two-position three-way solenoid valve 21 is connected to the fuel tank via the solenoid valve return pipe 20. The fuel tank is located on the piston seat of the piston 5. The electronic control unit 11 is electrically connected to the two-position three-way solenoid valve 21.

[0020] The fuel injector assembly, consisting of fuel injector 13, fuel injector seat 16, pipe connector 17, connecting nut 18, and solenoid valve outlet pipe 19, is installed from top to bottom. The fuel injector 13 has a spray hole 12 at the top. The fuel injector seat 16 and the pipe connector 17 are connected by threads. The connecting nut 18 is fastened to the fuel injector seat 16 by threads, pressing the pipe connector 17 onto the fuel injector seat 16. The fuel injector seat 16 has a fuel injector inlet passage 15 inside. The upper end is connected to the spray hole 12 through the internal fuel injector passage 14 of the fuel injector 13, and the lower end is connected to the solenoid valve outlet pipe 19 through the pipe connector 17.

[0021] The impact pin 23 of the fuel pump assembly is threaded onto the cylinder hammer 9, and the crank arm 32 is mounted on the piston 5 via an eccentric shaft. The fuel quantity adjustment lever is mounted on the eccentric shaft, which can drive the eccentric shaft to rotate around the large shaft axis, while the crank arm 32 rotates around the small shaft axis. The upper body 24 of the fuel pump, the plunger spring cover 25, the fuel pump body 27, the intermediate block 29, the lower seat 30, the flat connector 31, and the delivery bolt 42 are installed from top to bottom. The delivery bolt 42 is threaded onto the lower seat 30 and the flat connector 31. The two-position three-way solenoid valve 21 is connected to the flat connector 31 via the solenoid valve inlet pipe 22. Inside the fuel pump, there is a tappet 33, a plunger 34, a plunger spring 26, a delivery valve 37, a delivery valve return spring 28, and a delivery valve return spring seat 39. Installed from top to bottom, under the action of the plunger spring 26, the plunger spring cover 25 drives the plunger 34 to press the push rod 33 tightly against the upper body 24 of the oil pump. The upper end of the push rod 33 is close to the crank arm 32. The oil outlet valve 37 is pressed against the oil pump body 27 by the oil outlet valve return spring 28 to form a conical seal. The oil pump body 27 has oil inlet passages 35 on both sides. The lower end face of the oil pump body 27, the plunger 34 and the upper end face of the oil outlet valve 37 form a plunger cavity 36. When the plunger 34 is pressed by the plunger spring 26, the plunger cavity 36 is connected to the oil tank through the oil pump inlet passage 35. The middle block 29, the lower section of the oil outlet valve 37 and the oil outlet valve return spring seat 39 form an oil outlet valve cavity 38. The oil outlet valve return spring seat 39 has an oil outlet valve outlet passage 40 inside and is constantly connected to the oil outlet valve cavity 38. The lower seat of the oil pump 30 is connected to the oil inlet pipe 22 of the solenoid valve through the oil outlet bolt 42 and the flat connector 31. The oil outlet bolt 42 has an oil pump oil outlet passage 41 inside, which is normally connected to the oil inlet pipe 22 of the solenoid valve through the flat connector 31.

[0022] The two-position, three-way solenoid valve 21, with one inlet and two outlet, connects to three oil pipes: the solenoid valve inlet pipe 22, the solenoid valve outlet pipe 19, and the solenoid valve return pipe 20. It has two operating positions: injection and return. Diesel fuel flows in through the solenoid valve inlet pipe 22. When the two-position, three-way solenoid valve 21 is in injection mode, the solenoid valve inlet pipe 22 is connected to the solenoid valve outlet pipe 19; when the two-position, three-way solenoid valve 21 is in return mode, the solenoid valve inlet pipe 22 is connected to the solenoid valve return pipe 20.

[0023] The specific working process of the electronically controlled diesel pile driver of this invention is as follows:

[0024] Before the pile driver starts, the landing gear 2 descends along the guide rod, and at the same time, the hook below the landing gear 2 hooks the cylinder hammer 9. Then, the winch lifts the landing gear 2 and the cylinder hammer 9 through the landing gear lifting pulley 8, completing the preparation work for starting the pile driver. When the pile driver starts, external force triggers the release lever on the landing gear 2, causing the hook of the landing gear 2 to separate from the cylinder hammer 9. The cylinder hammer 9 falls freely along the guide rod 7 until the cylinder inside the cylinder hammer 9 is covered by the piston 5. The air inside the cylinder is sealed by the piston ring, and the air temperature and pressure rise as the cylinder hammer 9 falls and is compressed. As the hammer 9 continues to fall, the impact pin 23 collides with the crank arm 32. The crank arm 32 rotates at a certain angle, simultaneously compressing the tappet 33 and plunger 34 to supply oil. High-pressure diesel fuel is atomized through the nozzle 12 and injected into the cylinder. At this point, the cylinder temperature is already higher than the auto-ignition temperature of diesel fuel. The injected diesel fuel ignites and burns spontaneously, releasing a large amount of heat. Therefore, the pressure and temperature of the gas inside the cylinder rise sharply. The huge impact force causes the piston 5 to separate from the hammer 9. The piston 5 moves downward, pushing the pile down. The hammer 9, under its own weight and friction, decelerates upward along the guide rod 7. After reaching its highest displacement, it falls freely again, starting the next working cycle. When the pile driver needs to stop working, simply stop the oil injection. The gas pressure inside the cylinder only rises under the compression of the hammer 9. Therefore, the height the hammer 9 rises after separating from the piston 5 will be greatly reduced. Furthermore, due to air leakage from the piston rings and energy loss from friction, the height the hammer 9 bounces in each cycle will become lower and lower, eventually coming to rest on the piston 5.

[0025] The electronically controlled diesel pile driver of this invention can control the on / off state of the two-position three-way solenoid valve 21 through position sensor 3, position sensor 4, and electronic control unit 11, thereby achieving precise and flexible control of the cyclic fuel injection quantity and injection timing. The specific working principle of the fuel system is as follows:

[0026] Before the pile driver starts, the two-position three-way solenoid valve 21 is initially in the return oil state, and the solenoid valve inlet pipe 22 is connected to the solenoid valve return oil pipe 20. The plunger spring 26 presses the plunger 34 against the lower end of the push rod 33 through the plunger spring cover 25. At this time, the plunger cavity 36 is open, and the diesel fuel in the oil tank flows into the plunger cavity 36 through the oil pump inlet 35. The hydraulic pressure of the unpressurized diesel fuel in the plunger cavity 36 on the upper surface of the outlet valve 37 is less than the upward spring force of the outlet valve reset spring 28. Therefore, the outlet valve 37 is pressed against the oil pump body 27 to form a conical seal, which disconnects the plunger cavity 36 from the outlet valve cavity 38. After the pile driver starts, the cylinder hammer 9 falls freely, first sealing the piston 5, and the position sensor a3 detects the displacement signal of the cylinder hammer 9; then it continues to fall, and the position sensor b4 detects the displacement signal of the impact pin 23. The impact pin 23 installed on the cylinder hammer 9 collides with the crank arm 32, and then the crank arm 32 rotates around the eccentric shaft axis, overcoming the upward spring force of the plunger spring 26, and pressing down the tappet 33, the plunger 34 and the plunger spring cover. During the downward movement of the plunger 34, the connection between the oil pump inlet 35 and the plunger cavity 36 is first disconnected, and the oil supply is stopped. Then, the plunger 34 continues to move downward to compress the diesel fuel in the plunger cavity 36. The diesel fuel pressure in the plunger cavity 36 rises rapidly until the hydraulic pressure on the upper surface of the outlet valve 37 is greater than the upward spring force of the outlet valve return spring 28. The outlet valve 37 opens under the action of hydraulic pressure, and the oil pump starts to supply oil. The high-pressure diesel fuel in the plunger cavity 36 flows into the outlet valve cavity 38 through the outlet valve 37, and enters the solenoid valve inlet pipe 22 through the outlet valve outlet passage 40 and the oil pump outlet passage 41.

[0027] The electronic control unit 11 determines the movement direction of the cylinder hammer 9 based on the order in which the displacement signals received by position sensor 3 and position sensor 4 are received. If the cylinder hammer 9 is in a downward state, the ECU 11 takes the moment when position sensor 3 detects the displacement signal of the cylinder hammer 9 as the compression start point, and the moment when position sensor 4 detects the displacement signal of the impact pin 23 as the moment when the plunger 34 starts pressurization. If the cylinder hammer 9 is in an upward state, the signals detected by position sensor 3 and position sensor 4 are not used as reference signals for the electronic control unit 11.

[0028] Under the maximum fuel injection condition, the electronic control unit 11 sends an injection command signal when the plunger 34 starts to pressurize, causing the two-position three-way solenoid valve 21 to switch from the return state to the injection state. The solenoid valve inlet pipe 22 is disconnected from the solenoid valve return pipe 20 and connected to the solenoid valve outlet pipe 19. The pressurized diesel fuel enters the two-position three-way solenoid valve 21 from the solenoid valve inlet pipe 22, and leaves the two-position three-way solenoid valve 21 from the solenoid valve outlet pipe 19 and enters the nozzle. Then it flows into the fuel injector inlet circuit 15, passes through the fuel injection circuit 14, and is finally injected into the cylinder for combustion from the injection hole 12. After the plunger 34 reaches its maximum stroke position, it stops compressing diesel fuel. As the pressurized diesel fuel continues to be injected from the nozzle 12, the pressure in the plunger chamber 36 drops rapidly. The hydraulic pressure acting on the upper surface of the delivery valve 37 decreases, and the delivery valve 37 resets under the force of the upward delivery valve return spring 28, forming a conical seal with the bottom surface of the pump body 27. The plunger chamber 36 is disconnected from the delivery valve chamber 38, and the pump stops supplying fuel. After the pump stops supplying fuel, the electronic control unit 11 sends a return fuel command signal, causing the two-position three-way solenoid valve 21 to switch from the injection state to the return fuel state. The solenoid valve inlet pipe 22 is disconnected from the solenoid valve outlet pipe 19 and connected to the solenoid valve return pipe 20, preparing for the next injection. The impact force generated by combustion in the cylinder causes the cylinder hammer 9 to move upward, disengaging the impact pin 23 from the crank arm 32. The plunger spring cover 25, plunger 34, and tappet 33 return to their original positions under the force of the plunger spring 26. The plunger 34 reopens the oil pump inlet passage 35, further reducing the diesel pressure in the plunger chamber 36. Diesel fuel from the tank enters the plunger chamber 36 through the oil pump inlet passage 35, completing the oil intake process and ending one complete working cycle of the piling machine. Due to the extremely short delays in control signals, hydraulic response time, and solenoid valve response time, these delays are not considered in the description of the working principle under maximum fuel injection conditions. In practical engineering applications, these delays can be addressed through calibration.

[0029] The moment when the electronic control unit 11 issues the injection command signal is defined as the injection control start moment, and the time interval between issuing the injection command signal and issuing the return oil command signal is defined as the injection control pulse width.

[0030] Under partial fuel quantity conditions, the electronic control unit 11 can delay injection by adjusting the injection control start time. Using the compression start signal detected by position sensor 3 as a reference, it can theoretically calculate that the high-pressure diesel fuel is injected at the optimal time during cylinder compression, thereby optimizing in-cylinder combustion and increasing the maximum burst pressure. The electronic control unit 11 can also change the injection duration by adjusting the injection control pulse width, so that the two-position three-way solenoid valve 21 switches to the return state before the fuel pump stops supplying fuel. Under this condition, the solenoid valve inlet pipe 22 and the solenoid valve outlet pipe 19 are disconnected before the fuel pump stops supplying fuel. Therefore, the fuel supply of one cycle of the fuel pump is not fully injected into the cylinder. When the solenoid valve inlet pipe 22 and the solenoid valve return pipe 20 are connected, the fuel pump is still supplying fuel. Thus, this excess diesel fuel flows back to the fuel tank through the solenoid valve return pipe 20. Through calibration, the cyclic fuel injection quantity corresponding to different injection control start times and injection control pulse widths can be obtained, and a MAP diagram of injection control start time - injection control pulse width - cyclic fuel injection quantity can be drawn. The electronic control unit 11 can accurately control the cyclic fuel injection quantity according to the calibrated MAP diagram.

[0031] Both the crank arm 32 and the oil quantity adjustment lever are mounted on the eccentric shaft. When adjusting the oil injection quantity, the traditional guide rod type diesel pile driver needs to manually adjust the oil quantity adjustment lever to make it drive the eccentric shaft to rotate around the large shaft axis by a certain angle. At the same time, the position of the small shaft axis of the eccentric shaft is offset, changing the positional relationship between the impact pin 23 and the crank arm 32 when they are in contact. This adjusts the displacement of the tappet 33, plunger 34 and plunger spring cover 25 during the impact process, causing the diesel compression in the plunger cavity 36 to change, thereby regulating the boost pressure and oil supply of the oil pump and realizing the adjustment of the oil injection quantity. As can be seen from the above working principle, the difference between the electronically controlled diesel pile driver of this invention and the traditional guide rod type diesel pile driver is that: during the operation of the electronically controlled pile driver of this invention, the fuel quantity adjustment lever is fixed at the maximum fuel supply position, and the control of injection relies on the electronic control unit 11 to adjust the injection control start time and injection control pulse width. This not only allows for flexible changes in the injection timing, injecting high-pressure diesel into the cylinder at the optimal time, improving combustion, reducing pollutant emissions, making the pile driver work cleaner, increasing the maximum burst pressure, and generating stronger impact force from combustion, thus improving pile driving efficiency and reducing fuel consumption, but also overcomes the shortcomings of the traditional guide rod type diesel pile driver where the injection timing cannot be flexibly adjusted. Furthermore, it can change the injection control pulse width according to the MAP diagram, precisely control the cyclic injection quantity, adapt to different working conditions, and eliminate the need for manual pulling of the fuel quantity adjustment lever, relying on engineering experience to control the fuel quantity, reducing human resource costs, and achieving more precise intelligent control.

[0032] The above embodiments illustrate a preferred embodiment of the present invention, but the present invention is not limited thereto. Some modifications can be made without departing from the basic principles of the present invention. For example, in addition to a two-position three-way solenoid valve, the actuator of the electronic fuel system can also be two switching solenoid valves, respectively installed on the solenoid valve outlet pipe and the solenoid valve return pipe. Therefore, any actuator that uses solenoid valves to switch the fuel system injection and return states falls within the protection scope of the present invention.

Claims

1. An electrically controlled diesel pile driver, comprising two guide rods (7) arranged in parallel with each other, a top cross beam (6) fixedly installed at the upper end of the guide rods (7), a piston (5) fixedly connected to the lower end of the guide rods (7), and a cylinder hammer (9) slidingly supported on the guide rods (7), characterized in that: The piston (5) is provided with an electronic control fuel system (10) and an electronic control unit (11), and the outer side of the piston (5) is provided with a position sensor one (3) and a position sensor two (4); the electronic control fuel system (10) comprises a fuel pump assembly, an oil nozzle assembly and a two-position three-way electromagnetic valve (21), the oil outlet of the fuel pump assembly is connected to the pressure oil port P of the two-position three-way electromagnetic valve (21), the working oil port A of the two-position three-way electromagnetic valve (21) is connected to the oil inlet of the oil nozzle assembly, and the oil return port T of the two-position three-way electromagnetic valve (21) is connected to the oil tank; the electronic control unit (11) is electrically connected with the two-position three-way electromagnetic valve (21); the position sensor one (3) and the position sensor two (4) are fixedly installed on the sensor bracket (1), and the sensor bracket (1) is fixedly connected with the top cross beam (6) and / or the piston (5); the oil outlet of the fuel pump assembly is connected to the pressure oil port P of the two-position three-way electromagnetic valve (21) through the electromagnetic valve oil inlet pipe (22), the working oil port A of the two-position three-way electromagnetic valve (21) is connected to the oil inlet of the oil nozzle assembly through the electromagnetic valve oil outlet pipe (19), and the oil return port T of the two-position three-way electromagnetic valve (21) is connected to the oil tank through the electromagnetic valve oil return pipe (20); the position sensor one (3) is in the same plane with the uppermost piston ring of the piston body of the piston (5); the contact point of the position sensor two (4) with the impact pin (23) and the crank arm (32) is in the same plane.

2. An electronically controlled diesel pile driver according to claim 1, characterized in that: The piston (5) comprises an integrated piston seat and piston body, the piston seat is provided with an oil tank, and the cylindrical surface of the piston body is sleeved with a piston ring.

3. An electronically controlled diesel pile driver according to claim 1, characterized in that: The fuel pump assembly comprises a plunger (34) movably supported on an oil pump body (27) and a tappet (33) movably supported on the oil pump upper body (24), one end of the crank arm (32) hinged to the piston (5) is in contact with the tappet (33), and the other end of the crank arm (32) corresponds to the impact pin (23) fixedly installed on the cylinder hammer (9).

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