Fuel supply and injection matching optimization method and fuel supply and injection system

Abstract

The invention belongs to the technical field of internal combustion engines, and discloses a fuel supply and injection matching optimization method and a fuel supply and injection system.The fuel supply and injection matching optimization method comprises the steps that according to the crankshaft angle and the cam shaft angle of a fuel pump, a plurality of first experiment sets and second experiment sets are arranged, and the crankshaft angle corresponds to an upper arrival point, air cylinder pressure and an oil injection interval; the angle of the camshaft corresponds to an oil supply interval, the plurality of first experiment groups are arranged according to the change of the oil supply interval relative to an upper point and the cylinder pressure, the plurality of second experiment groups are arranged according to the change of the oil supply interval relative to an oil injection interval, and an optimization scheme is selected according to the plurality of first experiment groups and the plurality of second experiment groups; the fuel supply and injection matching optimization method is applied to the fuel supply and injection system. According to the fuel supply and injection matching optimization method provided by the invention, a plurality of experimental groups are arranged according to the relative angle change of the crankshaft and the fuel pump camshaft, and an optimization scheme is selected from the indexes of vibration and noise reduction, mechanical loss reduction, hydraulic efficiency, speed load state and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of internal combustion engines, and in particular to a fuel supply and injection matching optimization method and a fuel supply and injection system. Background Art

[0002] Currently, optimizing fuel supply and injection characteristics is a key technical measure for high-explosion pressure, high-efficiency combustion systems in diesel engines. This involves optimizing the drive load between the high-pressure fuel supply pump and the engine crankshaft and gear train. This optimization aims to reduce peak gear train drive loads, mechanical efficiency losses, and vibration and noise, thereby improving engine thermal efficiency, performance stability, and reliability. This is a key area of focus for those skilled in the field. Summary of the Invention

[0003] The purpose of the present invention is to provide a fuel supply and injection matching optimization method and a fuel supply and injection system, which can set up experimental groups according to the relative angle change between the crankshaft and the fuel pump camshaft. Through the combination of multiple groups of experiments, an optimized scheme can be selected from indicators such as vibration and noise reduction, reduction of mechanical losses, hydraulic efficiency, and speed and load conditions adapted to the engine.

[0004] To achieve this object, the present invention adopts the following technical solutions:

[0005] A fuel supply and injection matching optimization method comprises the following steps:

[0006] A plurality of first experimental groups and a plurality of second experimental groups are set according to the crankshaft angle and the camshaft angle of the fuel pump, wherein the crankshaft angle corresponds to the top-up point, the cylinder pressure and the injection interval, and the camshaft angle corresponds to the fuel supply interval; wherein,

[0007] The plurality of first experimental groups are set based on the change of the fuel supply interval relative to the top point and the cylinder pressure, and the plurality of second experimental groups are set based on the change of the fuel supply interval relative to the injection interval;

[0008] An optimization plan is selected based on the plurality of the first experimental groups and the plurality of the second experimental groups.

[0009] Preferably, the configuration of the plurality of first experimental groups is as follows:

[0010] Set the angle θ1 of the crankshaft when it is at the top point, the angle θ2 of the crankshaft when the cylinder pressure is at the highest point, the angle θp1 of the camshaft at the start of oil supply, and the angle θp2 of the camshaft at the end of oil supply, where θ1<θ2, θ1 is set as the angle coordinate 0°, and the interval [θp1, θp2] is the oil supply interval. By adjusting the size relationship between θp1 and θp2 relative to θ1 and θ2, set multiple first experimental groups.

[0011] Preferably, the plurality of first experimental groups include experimental group A, experimental group B, experimental group C and experimental group D; wherein,

[0012] The experimental group A is specifically: θp2<θ1;

[0013] The experimental group B is specifically: θp1<θ1, θ1<θp2<θ2;

[0014] The experimental group C is specifically: θ1<θp1<θ2, θp2>θ2;

[0015] The experimental group D is specifically: θp1>θ2.

[0016] Preferably, the indicators affected by the experimental group A, the experimental group B, the experimental group C, and the experimental group D are specifically: peak loss of mechanical load and vibration noise.

[0017] Preferably, the configuration of the plurality of second experimental groups is as follows:

[0018] Set the angle θ1 of the crankshaft when it is at the top point, the angle θi1 of the crankshaft at the start of injection, the angle θi2 of the crankshaft at the end of injection, and the angle θp2 of the camshaft at the end of fuel supply, where [θi1, θi2] is the injection interval, θ1 is set to the angle coordinate 0°, and θ1 falls within the injection interval, and set multiple second experimental groups based on the size relationship between θp2 relative to θi1 and θi2.

[0019] Preferably, the plurality of the second experimental groups include experimental group E, experimental group F and experimental group G; wherein,

[0020] The experimental group E is specifically: θp1<θi1;

[0021] The experimental group F is specifically: θi1<θp2<θi2;

[0022] The experimental group G is specifically: θp2>θi2.

[0023] Preferably, the indicators affected by the experimental group E, the experimental group F and the experimental group G are specifically: the hydraulic efficiency of the engine and the speed-load state adapted to the engine.

[0024] As an advantage, it also includes:

[0025] Set the fuel supply / injection ratio A to 1 / 1 or 2 / 1, A is calculated by the formula It is calculated that M is the number of oil supply components of the fuel pump, N is the number of protrusions of the camshaft, P is the number of the cylinders, and Q is the speed ratio.

[0026] Preferably, A is set to 1 / 1 or 2 / 1, and A is obtained by matching group A, matching group B, matching group C, matching group D, and matching group E; wherein,

[0027] The matching group A is specifically: M=2, N=1, P=6, Q=3 / 2;

[0028] The matching group B is specifically: M=2, N=2, P=6, Q=2 / 2;

[0029] The matching group C is specifically: M=2, N=2, P=6, Q=4 / 2;

[0030] The matching group D is specifically: M=2, N=3, P=6, Q=2 / 1;

[0031] The matching group E is specifically: M=2, N=3, P=6, Q=1 / 1.

[0032] A fuel supply and injection system, applying any of the above-mentioned fuel supply and injection matching methods, the fuel supply and injection system comprising:

[0033] crankshaft;

[0034] The cylinder comprises a cylinder body and a piston, wherein a combustion chamber is formed between the cylinder body and the piston, and the crankshaft is used to drive the piston to extend and retract in the cylinder body;

[0035] a fuel pump having a camshaft, wherein the crankshaft is drivingly connected to the camshaft;

[0036] The injector is provided on the cylinder body and is connected to the fuel pump. The camshaft is used to drive the fuel pump to supply fuel to the injector, so that the injector injects the fuel into the combustion chamber.

[0037] Beneficial effects: BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 It is a schematic flow chart of the fuel supply and injection system provided by the present invention;

[0039] Figure 2 It is a flow chart of the fuel supply and injection matching method provided by the present invention;

[0040] Figure 3 is a schematic cross-sectional view of a crankshaft provided by the present invention;

[0041] Figure 4 is a schematic cross-sectional view of a camshaft with a single protrusion provided by the present invention;

[0042] Figure 5 is a schematic cross-sectional view of a camshaft with double lobes provided by the present invention;

[0043] Figure 6 is a schematic cross-sectional view of a camshaft with three lobes provided by the present invention;

[0044] Figure 7 is a schematic diagram of cylinder pressure and crankshaft angle of experimental group A provided by the present invention;

[0045] Figure 8 is a schematic diagram of cylinder pressure and crankshaft angle of experimental group B provided by the present invention;

[0046] Figure 9 is a schematic diagram of cylinder pressure and crankshaft angle of experimental group C provided by the present invention;

[0047] Figure 10 is a schematic diagram of cylinder pressure and crankshaft angle of experimental group D provided by the present invention;

[0048] Figure 11 is a schematic diagram of the crankshaft angle and the camshaft angle of the experimental group E provided by the present invention;

[0049] Figure 12 is a schematic diagram of the crankshaft angle and the camshaft angle of the experimental group F provided by the present invention;

[0050] Figure 13 Schematic diagram of the crankshaft angle and camshaft angle of the experimental group G provided by the present invention.

[0051] In the picture:

[0052] 1. Crankshaft; 11. Cylinder; 111. Cylinder block; 112. Piston; 113. Combustion chamber;

[0053] 2. Fuel pump; 21. Camshaft; 211. Protrusion;

[0054] 3. Injector;

[0055] 4. Gear transmission structure;

[0056] 5. Air intake system;

[0057] 6. High-pressure fuel storage tank. DETAILED DESCRIPTION

[0058] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0059] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0060] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0061] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0062] This embodiment provides a fuel injection system. Figure 1 As shown, the fuel supply and injection system includes a crankshaft 1, a fuel pump 2, and an injector 3. Cylinder 11 has a cylinder body 111 and a piston 112, with a combustion chamber 113 formed between cylinder body 111 and piston 112. Crankshaft 1 is used to drive piston 112 to extend and retract within cylinder body 111. Fuel pump 2 has a camshaft 21, with crankshaft 1 drivingly connected to camshaft 21. Injector 3 is mounted on cylinder body 111 and connected to fuel pump 2. Camshaft 21 drives fuel pump 2 to supply fuel to injector 3, causing injector 3 to spray fuel into combustion chamber 113.

[0063] In this embodiment, the fuel supply and injection system further includes a gear transmission structure 4 , and the crankshaft 1 is transmission-connected to the camshaft 21 via the gear rotation structure.

[0064] In this embodiment, the fuel supply and injection system further includes an air intake system 5 , which is connected to the combustion chamber 113 and is used to supply air to the combustion chamber 113 .

[0065] In this embodiment, the fuel supply and injection system further includes a high-pressure fuel reservoir 6 , which is connected between the injector 3 and the fuel pump 2 , and is used to store the fuel supplied by the fuel pump 2 and supply the stored fuel to the injector 3 .

[0066] Corresponding to the above-mentioned fuel supply and injection system, this embodiment also provides a fuel supply and injection matching optimization method. Figures 1 to 13 As shown, the fuel supply and injection matching optimization method includes the following steps:

[0067] According to the angle of the crankshaft 1 and the angle of the camshaft 21 of the fuel pump 2, multiple first experimental groups and second experimental groups are set up, the crankshaft 1 angle corresponds to the top point, the cylinder pressure of the cylinder 11 and the injection range, and the camshaft 21 angle corresponds to the fuel supply range; among them, the multiple first experimental groups are set based on the change of the fuel supply range relative to the top point and the cylinder pressure of the cylinder 11, and the multiple second experimental groups are set based on the change of the fuel supply range relative to the injection range; the optimization scheme is selected based on the multiple first experimental groups and the multiple second experimental groups.

[0068] In this embodiment, experimental groups were set up to vary the relative angle between the crankshaft 1 and the fuel pump camshaft 21. Through a combination of multiple experimental groups, an optimized solution was selected based on indicators such as vibration and noise reduction, mechanical loss reduction, engine hydraulic efficiency, and engine speed and load adaptation. The specific steps and beneficial effects of this method are described in detail below.

[0069] In this embodiment, the fuel supply / injection ratio A is set to 1 / 1 or 2 / 1, and A is calculated by the formula Wherein, M is the number of fuel supply components of the fuel pump 2, N is the number of protrusions 211 of the camshaft 21, P is the number of cylinders 11, and Q is the speed ratio.

[0070] In this embodiment, A is set to 1 / 1 or 2 / 1, and A is obtained by matching group A, matching group B, matching group C, matching group D, and matching group E.

[0071] Matching group A is specifically: M=2, N=1, P=6, Q=3 / 2;

[0072] Matching group B is specifically: M = 2, N = 2, P = 6, Q = 2 / 2;

[0073] Matching group C is specifically: M=2, N=2, P=6, Q=4 / 2;

[0074] Matching group D is specifically: M=2, N=3, P=6, Q=2 / 1;

[0075] The matching group E is specifically: M=2, N=3, P=6, Q=1 / 1.

[0076] Specifically, Figure 3 1 shows a schematic cross-section of the crankshaft 1 .

[0077] Specifically, Figure 4 : is a schematic cross-sectional view of a camshaft 21 having a single lobe 211 , corresponding to N=1.

[0078] Specifically, Figure 5 : is a schematic cross-sectional view of a camshaft 21 having a double lobe 211 , corresponding to N=2.

[0079] Specifically, Figure 6 : is a schematic cross-sectional view of a camshaft 21 having three lobes 211 , corresponding to N=3.

[0080] In this embodiment, multiple first experimental groups are specifically configured as follows: θ1, the angle of the crankshaft 1 when it is at its top position; θ2, the angle of the crankshaft 1 when the cylinder pressure in cylinder 11 is at its highest point; θp1, the angle of the camshaft 21 when fuel supply begins; and θp2, the angle of the camshaft 21 when fuel supply ends. θ1 < θ2, θ1 is set to the angular coordinate 0°, and the interval [θp1, θp2] is the fuel supply interval. Multiple first experimental groups are configured by adjusting the relationship between θp1 and θp2 relative to θ1 and θ2. Specifically, the rotation of the crankshaft 1 drives the piston 112 in cylinder 11 to reciprocate up and down, which effectively affects the volume of the combustion chamber 113 and, therefore, the cylinder pressure in cylinder 11. By adjusting the relationship between θp1 and θp2 relative to θ1 and θ2, a matching scheme is established based on the cylinder pressure in cylinder 11 and the fuel supply pressure.

[0081] Specifically in this embodiment, multiple first experimental groups include experimental group A, experimental group B, experimental group C and experimental group D; among them, experimental group A is specifically: θp2<θ1; experimental group B is specifically: θp1<θ1, θ1<θp2<θ2; experimental group C is specifically: θ1<θp1<θ2, θp2>θ2; experimental group D is specifically: θp1>θ2.

[0082] Specifically, refer to Figures 7 to 10 As shown, Figures 7 to 10 The horizontal axis represents the phase angle between the crankshaft 1 and the camshaft 21, while the vertical axis represents the cylinder pressure in cylinder 11. When the crankshaft 1 rotates to the top, the cylinder pressure in cylinder 11 continues to rise but has not yet reached its maximum. After the crankshaft 1 rotates a certain angle further, the cylinder pressure in cylinder 11 reaches its maximum. In this embodiment, the impact indicators for Experimental Groups A, B, C, and D are specifically: peak mechanical load loss and vibration noise.

[0083] Specifically, refer to Figure 7As shown, in experimental group A, θp2<θ1. Specifically, the angle of the camshaft 21 at the moment of fuel supply termination is smaller than the angle when the crankshaft 1 is at the top point. The entire fuel supply range is before the crankshaft 1 rotates to the top point. In experimental group A, the high load of the crankshaft 1 and the high load drive phase of the fuel pump are separated. There is no superposition of the load of the crankshaft 1 and the load of the fuel pump, resulting in lower mechanical load peaks and losses, and less vibration and noise.

[0084] Specifically, refer to Figure 8 As shown, in experimental group B, θp1<θ1, θ1<θp2<θ2. Specifically, the angle of the camshaft 21 at the start of fuel supply is smaller than the angle when the crankshaft 1 is at the top point, and the angle of the camshaft 21 at the end of fuel supply is between the top point angle of the crankshaft 1 and the angle at which the cylinder pressure of the cylinder 11 is maximum. In this experimental group B, the high load of the crankshaft 1 and the high load driving phase of the fuel pump are partially superimposed, resulting in relatively high mechanical load peak and loss, and relatively large vibration and noise.

[0085] Specifically, refer to Figure 9 As shown, in experimental group C, θ1<θp1<θ2, θp2>θ2. Specifically, the angle of the camshaft 21 at the start of fuel supply is between the upper point angle of the crankshaft 1 and the angle with the maximum cylinder pressure. The angle of the camshaft 21 at the end of fuel supply is greater than the angle of the crankshaft 1 corresponding to the maximum cylinder pressure of cylinder 11. In experimental group C, the high load of the crankshaft 1 and the high load driving phase of the fuel pump are completely superimposed, which further increases the mechanical load peak and loss, and further increases the vibration and noise.

[0086] Specifically, refer to Figure 10 As shown, in experimental group D, θp1>θ2. Specifically, the angle of the camshaft 21 at the start of fuel supply is greater than the angle of the crankshaft 1 corresponding to the maximum cylinder pressure of cylinder 11. The entire fuel supply range is after the crankshaft 1 rotates to the angle at which the cylinder pressure of cylinder 11 is maximum. In experimental group D, the high load of the crankshaft 1 and the high load driving phase of the fuel pump are reduced and superimposed, resulting in a relatively lower mechanical load peak and loss, and relatively reduced vibration and noise.

[0087] In this embodiment, the multiple second experimental groups are specifically configured as follows: The angle θ1 of the crankshaft 1 at the top, the angle θi1 of the crankshaft 1 at the start of injection, the angle θi2 of the crankshaft 1 at the end of injection, and the angle θp2 of the camshaft 21 at the end of fuel supply are set. [θi1, θi2] represents the injection interval, θ1 is set to the angular coordinate 0°, and θ1 falls within the injection interval. The multiple second experimental groups are configured based on the relationship between θp2 and θi1 and θi2. Specifically, by adjusting the relationship between θp2 and θi1 and θi2, the fuel injection sequence is matched.

[0088] Specifically in this embodiment, the multiple second experimental groups include experimental group E, experimental group F and experimental group G; among which, experimental group E is specifically: θp1<θi1; experimental group F is specifically: θi1<θp2<θi2; experimental group G is specifically: θp2>θi2.

[0089] Specifically, refer to Figures 11 to 13 As shown, Figures 11 to 13 The structure in the upper center diagram is crankshaft 1, and the structure in the lower diagram is camshaft 21. The middle arrow in the crankshaft 1 diagram indicates the top position, the left arrow indicates the injection start time, and the right arrow indicates the injection end time. The arrow in the camshaft 21 diagram indicates the fuel supply end time. In this embodiment, the indicators affected by Experimental Groups E, F, and G are specifically: engine hydraulic efficiency and engine adaptive speed and load conditions.

[0090] Specifically, refer to Figure 11 As shown, in Experimental Group E, θp1 < θi1. For example, taking θi1 as -10° and θi1 as 15°, θp1 is -20°. Specifically, the end of fuel supply occurs before the start of injection. At this point, fuel supply and injection are completely separated, resulting in smooth injection and good stability. However, hydraulic efficiency is low, making this suitable for low-speed and low-load engine operating conditions.

[0091] Specifically, refer to Figure 12 As shown, in experimental group F, θi1 < θp2 < θi2. For example, taking θi1 as -10° and θi1 as 15°, θp1 is -5°. Specifically, the end of fuel supply falls between the start and end of injection, meaning it falls within the injection interval. This allows for a rapid and slow injection, with the supply and injection portions overlapping. This maximizes hydraulic efficiency and is suitable for high-speed, high-load engine conditions.

[0092] Specifically, refer to Figure 13 As shown, in experimental group G, θp2 > θi2. For example, taking θi1 as -10° and θi1 as 15°, θp1 is 20°. Specifically, the end of fuel supply occurs after the end of injection. In this case, injection precedes supply, with partial overlap between supply and injection. Injection begins slowly and then accelerates, resulting in moderate hydraulic efficiency. This is suitable for low- to medium-load, low-emission engine operating conditions.

[0093] In this embodiment, the optimization scheme is selected based on multiple first experimental groups and multiple second experimental groups as follows: experimental group A, experimental group B, experimental group C, experimental group D and experimental group E, experimental group F and experimental group G are combined to compare multiple indicators and select the best one.

[0094] For example, experimental group A is combined with experimental group F. At this time, the mechanical load is low, which is beneficial to reducing vibration and noise as well as mechanical losses, and is also beneficial to the matching of the hydraulic efficiency of the engine's fuel supply and injection system and high-rate combustion.

[0095] For example, experimental group B is combined with experimental group F. At this time, the mechanical load is relatively high, which is not conducive to reducing vibration and noise and mechanical losses, but is beneficial to the matching of the hydraulic efficiency of the engine's fuel supply and injection system and high-rate combustion.

[0096] For example, the combination of experimental group C and experimental group G has a high mechanical load, which is not conducive to reducing vibration and noise and mechanical losses, and is also not conducive to the matching of the hydraulic efficiency of the engine's fuel supply and injection system with high-rate combustion.

[0097] For example, the combination of experimental group D and experimental group E has a relatively low mechanical load, which is relatively beneficial for reducing vibration and noise as well as mechanical losses, but is not conducive to the matching of the hydraulic efficiency of the engine's fuel supply and injection system with high-rate combustion.

[0098] In summary, the fuel supply and injection matching optimization method and fuel supply and injection system provided in this embodiment can set up experimental groups according to the relative angle change between the crankshaft 1 and the fuel pump camshaft 21. Through the combination of multiple groups of experiments, the optimization scheme can be selected from indicators such as vibration and noise reduction, reduction of mechanical losses, hydraulic efficiency, and speed and load conditions adapted to the engine.

[0099] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A fuel supply and injection matching optimization method, characterized in that: The following steps are involved: A plurality of first experimental groups and second experimental groups are set according to the crankshaft (1) angle and the camshaft (21) angle of the fuel pump (2), wherein the crankshaft (1) angle corresponds to the top point, the cylinder (11) cylinder pressure and the injection interval, and the camshaft (21) angle corresponds to the fuel supply interval; wherein, A plurality of the first experimental groups are set based on the change of the fuel supply interval relative to the top point and the cylinder pressure of the cylinder (11), and a plurality of the second experimental groups are set based on the change of the fuel supply interval relative to the injection interval; An optimization plan is selected based on the plurality of the first experimental groups and the plurality of the second experimental groups.

2. The fuel supply and injection matching optimization method according to claim 1, characterized in that: The configuration of the multiple first experimental groups is specifically as follows: The angle θ1 of the crankshaft (1) when it is at the top, the angle θ2 of the crankshaft (1) when the cylinder pressure of the cylinder (11) is at the highest point, the angle θp1 of the camshaft (21) at the start of oil supply, and the angle θp2 of the camshaft (21) at the end of oil supply are set, wherein θ1<θ2, θ1 is set as the angle coordinate 0°, and the interval [θp1, θp2] is the oil supply interval, and multiple first experimental groups are set by adjusting the size relationship between θp1 and θp2 relative to θ1 and θ2.

3. The fuel supply and injection matching optimization method according to claim 2, characterized in that: The plurality of first experimental groups include experimental group A, experimental group B, experimental group C and experimental group D; wherein, The experimental group A is specifically: θp2<θ1; The experimental group B is specifically: θp1<θ1, θ1<θp2<θ2; The experimental group C is specifically: θ1<θp1<θ2, θp2>θ2; The experimental group D is specifically: θp1>θ2.

4. The fuel supply and injection matching optimization method according to claim 3, characterized in that: The indicators affected by the experimental group A, the experimental group B, the experimental group C, and the experimental group D are specifically: peak loss of mechanical load and vibration noise.

5. The fuel supply and injection matching optimization method according to claim 1, characterized in that: The configuration of the plurality of second experimental groups is specifically as follows: The angle θ1 of the crankshaft (1) when it is at the top point, the angle θi1 of the crankshaft (1) at the start of injection, the angle θi2 of the crankshaft (1) at the end of injection, and the angle θp2 of the camshaft (21) at the end of fuel supply are set, wherein [θi1, θi2] is the injection interval, θ1 is set as the angle coordinate 0°, and θ1 falls within the injection interval, and multiple second experimental groups are set according to the size relationship between θp2 relative to θi1 and θi2.

6. The fuel supply and injection matching optimization method according to claim 5, characterized in that: The plurality of second experimental groups include experimental group E, experimental group F and experimental group G; wherein, The experimental group E is specifically: θp1<θi1; The experimental group F is specifically: θi1<θp2<θi2; The experimental group G is specifically: θp2>θi2.

7. The fuel supply and injection matching optimization method according to claim 6, characterized in that: The indicators affected by the experimental group E, the experimental group F, and the experimental group G are specifically: the hydraulic efficiency of the engine and the speed-load state adapted to the engine.

8. The fuel supply and injection matching optimization method according to claim 1, characterized in that: Also includes: Set the fuel supply / injection ratio A to 1 / 1 or 2 / 1, A is calculated by the formula It is calculated that M is the number of oil supply components of the fuel pump (2), N is the number of protrusions (211) of the camshaft (21), P is the number of cylinders (11), and Q is the speed ratio.

9. The fuel supply and injection matching optimization method according to claim 8, characterized in that: A is set to 1 / 1 or 2 / 1, and A is obtained by matching group A, matching group B, matching group C, matching group D, and matching group E; The matching group A is specifically: M=2, N=1, P=6, Q=3 / 2; The matching group B is specifically: M=2, N=2, P=6, Q=2 / 2; The matching group C is specifically: M=2, N=2, P=6, Q=4 / 2; The matching group D is specifically: M=2, N=3, P=6, Q=2 / 1; The matching group E is specifically: M=2, N=3, P=6, Q=1 / 1.

10. A fuel supply and injection system, applying the fuel supply and injection matching method according to any one of claims 1 to 9, characterized in that: The fuel supply and injection system includes: Crankshaft (1); The cylinder (11) comprises a cylinder body (111) and a piston (112), wherein a combustion chamber (113) is formed between the cylinder body (111) and the piston (112), and the crankshaft (1) is used to drive the piston (112) to extend and retract in the cylinder body (111); A fuel pump (2) having a camshaft (21), wherein the crankshaft (1) is in driving connection with the camshaft (21); An injector (3) is provided on the cylinder body (111). The injector (3) is connected to the fuel pump (2). The camshaft (21) is used to drive the fuel pump (2) to supply fuel to the injector (3), so that the injector (3) injects the fuel into the combustion chamber (113).

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