CN117028096A - Full-mechanical high-pressure common rail injection system - Google Patents

Abstract

The invention discloses a full-mechanical high-pressure common rail injection system, and relates to the technical field of agricultural machinery. The invention designs a set of all-mechanical control device to replace a complex and expensive electric control system in a typical high-voltage common rail system, thereby simplifying the operation and being easier to maintain. The mechanical control device replaces the existing ECU plate, and the input end of the mechanical control device is the same as the input end of the ECU, and the input end of the mechanical control device is the throttle (pedal) and the engine speed. However, unlike the ECU, the throttle opening and the rotation speed are directly converted into mechanical control instructions by means of mechanical conversion, so that the opening of the oil mass control valve, the regulating pressure of the mechanical oil pressure regulating valve and the injection timing and pulse width of the injection timing control valve are respectively controlled.

Description

Full-mechanical high-pressure common rail injection system

Technical Field

The invention relates to the technical field of agricultural machinery, in particular to a full-mechanical high-pressure common rail injection system.

Background

The high-pressure common rail system in the diesel engine has the advantages of fine fuel injection control, low fuel consumption, low exhaust emission, wider load output range, lower noise and the like, and is an integral part of the modern engine technology.

A typical high pressure common rail system generally includes: high-pressure pump, high-pressure oil rail, sprayer, oil tank, electrical system, sensor etc..

However, in the field of agricultural machinery, typical high-voltage common rail systems suffer from the disadvantages of excessive production cost, complex operation, difficult maintenance, and vulnerability of electrical components therein in a severe working environment. The main reason for this disadvantage is because an electronic control system and components are required for control in a typical high-voltage common rail system.

Disclosure of Invention

In order to overcome the defects and shortcomings in the prior art, the invention provides a full-mechanical high-pressure common rail injection system, and the invention aims to reduce the application cost of the high-pressure common rail system in agricultural machinery.

In order to solve the problems in the prior art, the invention is realized by the following technical scheme.

The invention discloses a full-mechanical high-pressure common rail injection system, which comprises an oil tank, an oil supply pipe, a mechanical oil pump, an oil quantity control valve, a common rail oil pipe, a plurality of mechanical nozzles, a common rail oil return pipe, a total oil return pipe and a mechanical control device, wherein the oil tank supplies oil to the mechanical oil pump through the oil supply pipe, the mechanical oil pump pressurizes the oil conveyed by the oil supply pipe and then conveys the oil to the common rail oil pipe, the oil quantity control valve is arranged between the mechanical oil pump and the common rail oil pipe and is used for controlling the oil quantity of the mechanical oil pump to the common rail oil pipe, the plurality of mechanical nozzles are connected in parallel on the common rail oil pipe, the oil return end of the common rail oil pipe is provided with a mechanical oil pressure control valve, the output ends of the mechanical oil pressure control valves are connected with the common rail oil return pipe, the oil return paths of the plurality of mechanical nozzles are connected with the common rail oil return pipe in parallel, the oil pump oil return pipes of the common rail oil pump and the mechanical oil pump are connected with the total oil return pipe, and the mechanical oil pump returns through the total oil return pipe oil tank; the mechanical control device converts the accelerator opening and the engine rotating speed into mechanical control instructions in a mechanical conversion mode, and controls the opening of the oil quantity control valve, the regulating pressure of the mechanical oil pressure regulating valve and the oil injection timing and pulse width of the oil injection timing control valve respectively.

Further preferably, the mechanical control device comprises an accelerator opening mechanical conversion assembly and an engine rotating speed mechanical conversion assembly, wherein the accelerator opening conversion assembly converts the displacement of the accelerator pedal device into the mechanical adjustment quantity of the oil quantity control valve, the mechanical pressure adjustment quantity of the mechanical oil pressure adjustment valve and the mechanical control quantity of the oil injection timing control valve in a mechanical transmission conversion mode, and the engine rotating speed mechanical conversion assembly converts the engine rotating speed into the mechanical adjustment quantity of the oil quantity control valve, the mechanical pressure adjustment quantity of the mechanical oil pressure adjustment valve and the mechanical control quantity of the oil injection timing control valve in a mechanical transmission conversion mode.

Still further preferably, the throttle aperture mechanical conversion assembly comprises a connecting slide bar, a reset spring, a fixed sleeve and a connecting piece, wherein the upper end of the connecting slide bar is connected with a throttle pedal device, the lower end of the connecting slide bar penetrates through the fixed sleeve to be connected with the connecting piece, the reset spring is sleeved on the connecting slide bar and the fixed sleeve, the upper end of the reset spring is fixedly connected to the connecting slide bar, the lower end of the reset spring is fixedly connected to the fixed sleeve, the fixed sleeve is fixed, an oil quantity connecting rod, an oil pressure connecting rod and an oil injection connecting rod are arranged on the connecting piece, the connecting slide bar is driven by the transmission of the throttle pedal device to generate displacement, the connecting piece is driven to generate displacement, and accordingly the oil quantity connecting rod, the oil pressure connecting rod and the oil injection connecting rod are driven to generate displacement.

Still further preferably, the engine rotating speed mechanical conversion assembly comprises a transmission shaft, a variable diameter flywheel set, a guide rod and a connecting piece, wherein the transmission shaft establishes a transmission relation with the engine through a transmission gear II, the transmission shaft keeps rotating, one of two ends of the variable diameter flywheel set in the axial direction is fixedly connected with the transmission shaft, the other end of the variable diameter flywheel set in the axial direction is fixedly connected with the transmission shaft in the radial direction, and the variable diameter flywheel set can axially move along the transmission shaft; the end part of the variable diameter flywheel which can axially move in the transmission is connected with the connecting piece through the guide rod; the connecting piece is provided with an oil mass cam rail, an oil pressure cam rail and an oil injection cam rail, the oil mass cam rail is provided with an oil mass connecting rod in a sliding way, the oil pressure cam rail is connected with an oil pressure connecting rod in a sliding way, and the oil injection cam rail is connected with an oil injection connecting rod in a sliding way; when the rotation speed of the transmission shaft is increased, the rotation speed of the variable-diameter flywheel set is increased along with the rotation speed of the transmission shaft, the diameter of the variable-diameter flywheel set is increased under the action of centrifugal force, the axial distance is shortened, and therefore the connecting piece is driven to move towards the variable-diameter flywheel, and the movement amount of the connecting piece is correspondingly converted into the displacement amounts of the oil mass connecting rod, the oil pressure connecting rod and the oil injection connecting rod under the action of the oil mass cam rail, the oil pressure cam rail and the oil injection cam rail.

Still more preferably, a return spring is arranged between two ends of the variable diameter flywheel set, so that the rotation speed of the transmission shaft is reduced, the centrifugal force applied to the variable diameter flywheel set is reduced, the diameter of the variable diameter flywheel set is reduced under the action of the return spring, and the axial distance is increased.

Still more preferably, the accelerator opening mechanical conversion assembly and the engine rotating speed mechanical conversion assembly share the same connecting piece, the connecting piece is provided with a left guide rail and a right guide rail which are matched with the connecting slide bar, and an upper guide rail and a lower guide rail which are matched with the guide bar, and when the connecting piece is driven by the variable diameter flywheel set to displace under the action of the left guide rail and the right guide rail, the connecting piece slides left and right relative to the connecting slide bar; under the action of the upper guide rail and the lower guide rail, when the connecting piece is driven by the connecting slide bar to displace, the connecting piece slides up and down relative to the guide rod.

Still more preferably, the oil mass connecting rod is connected with the oil mass control valve, and the displacement of the oil mass connecting rod is the adjustment quantity of the oil mass control valve; the oil pressure connecting rod is connected with the mechanical oil pressure regulating valve, the displacement of the oil pressure connecting rod is the oil pressure control quantity of the mechanical oil pressure regulating valve, the oil injection connecting rod is connected with the oil injection timing control valve, and the displacement of the oil injection connecting rod is the control quantity of the oil injection timing control valve, so that the oil injection timing control valve can control the oil injection time and the oil injection pulse width.

Still preferably, the fuel injection timing control valve comprises a sliding sleeve I, a sliding sleeve II and a rotating shaft, wherein the sliding sleeve I and the sliding sleeve II are axially and hermetically connected to the rotating shaft, the rotating shaft rotates relative to the sliding sleeve I and the sliding sleeve II, a passage I communicated with an oil return nozzle interface of a mechanical nozzle is arranged on the sliding sleeve I, an annular passage I is arranged between the sliding sleeve I and the rotating shaft, the passage I is communicated with the annular passage I, a radial passage I communicated with the annular passage I is arranged on the rotating shaft, an axial passage is arranged in the rotating shaft, and the radial passage I is communicated with the axial passage;

the sliding sleeve II is provided with a passage II connected with the downstream of an oil return passage of the mechanical nozzle, a passage III with a certain circumference is arranged between the sliding sleeve II and the rotating shaft, the passage III is provided with a shifting piece for changing the length of the passage III, the passage II is communicated with the passage III, the rotating shaft is provided with a radial passage II communicated with the passage III, and the radial passage II is communicated with the axial passage.

Still more preferably, the plectrum is connected with mechanical control device through mechanical connection structure, and mechanical control device converts accelerator aperture and engine speed into mechanical control instruction through the mode of mechanical conversion, changes the position of plectrum through mechanical connection structure to change passageway III length, realize the fuel injection timing and the pulse width control to the fuel injection timing control valve.

Still more preferably, the rotating shaft is fixedly provided with a transmission gear I, and the transmission relationship between the transmission gear I and the engine is established, so that the rotating shaft keeps rotating.

Further preferably, the mechanical nozzle comprises an oil nozzle body, and an oil inlet pipe joint is arranged on the oil nozzle body; the upper part of the oil nozzle body is provided with a pressure regulating cavity, a pressure regulating spring is arranged in the pressure regulating cavity, the upper end of the pressure regulating spring is connected with a pressure regulating screw, the pressure regulating screw is in threaded connection with the top end of the oil nozzle body, the lower end of the pressure regulating spring is fixed with a spring seat, and the bottom of the spring seat is connected with a push rod; the bottom of the oil nozzle body is connected with a screw sleeve, a needle valve body is arranged on the screw sleeve, the bottom of the ejector rod is connected with a needle valve, the needle valve is arranged in a needle valve cavity in the needle valve body and is matched with the inner wall of the needle valve cavity to form a sealing pair, and the bottom of the needle valve body is provided with an oil injection hole communicated with the needle valve cavity; the oil nozzle body comprises an oil injection duct and an oil return duct, fuel oil entering the oil nozzle body through an oil inlet pipe joint enters a needle valve cavity through the oil injection duct, and a small part of fuel oil enters a pressure regulating cavity through the oil return duct, and the pressure regulating cavity is communicated with an oil return nozzle joint.

Further preferably, the oil supply pipe is provided with an oil filter.

Compared with the prior art, the beneficial technical effects brought by the invention are as follows:

1. the invention designs a set of all-mechanical control device to replace a complex and expensive electric control system in a typical high-voltage common rail system, thereby simplifying the operation and being easier to maintain. The mechanical control device replaces the existing ECU plate, and the input end of the mechanical control device is the same as the input end of the ECU, and the input end of the mechanical control device is the throttle (pedal) and the engine speed. However, unlike the ECU, the throttle opening and the rotation speed are directly converted into mechanical control instructions by means of mechanical conversion, so that the opening of the oil mass control valve, the regulating pressure of the mechanical oil pressure regulating valve and the injection timing and pulse width of the injection timing control valve are respectively controlled.

2. The oil injection timing control valve realizes the control of oil injection time and oil injection pulse width by changing the rotating speed of the rotating shaft and the length of the passage III, and when the radial passage II on the rotating shaft is communicated with the passage III, the oil return passage of the oil injection nozzle is opened, and when the radial passage II on the rotating shaft is not communicated with the passage III, the oil return passage of the oil injection nozzle is closed. The moment of oil injection can be determined by changing the rotation speed of the shaft; the length of the passage III represents the opening time of the oil return passage of the oil nozzle, namely the pulse width of oil injection. The fuel injection timing control valve provided by the invention realizes the control of fuel injection time and fuel injection pulse width in a mechanical mode.

3. The mechanical control device comprises an accelerator opening mechanical conversion component and an engine rotating speed mechanical conversion component, wherein the accelerator opening mechanical conversion component converts the displacement of an accelerator pedal device into the adjustment quantity of an oil quantity control valve, the oil pressure control quantity of a mechanical oil pressure control valve, the oil injection timing and the displacement of a shifting sheet in a control device of a pulse width, so that the mechanical control of the oil quantity, the oil pressure, the oil injection timing and the pulse width is realized. The engine speed mechanical conversion component converts the engine speed into displacement through control of a transmission ratio, and then converts the displacement into adjustment quantity of an oil quantity control valve, oil pressure control quantity of a mechanical oil pressure control valve, oil injection timing and displacement quantity of a poking piece in a control device of the oil pressure control valve, the oil injection timing and the pulse width, so that mechanical control of the oil quantity, the oil pressure, the oil injection timing and the pulse width is realized.

4. The mechanical conversion component for the throttle opening has the advantages of simple structure and sensitive transmission structure; the engine rotating speed mechanical conversion assembly can convert the engine rotating speed into displacement, and then respectively convert the displacement into the adjustment quantity of the oil quantity control valve, the oil pressure control quantity of the mechanical oil pressure control valve and the displacement of the shifting sheet, and has a simple structure.

5. The throttle opening mechanical conversion assembly and the engine rotating speed mechanical conversion assembly can share one connecting piece, so that the structure of the mechanical control device is simplified.

Drawings

Fig. 1 is a schematic structural diagram of the fully mechanical high pressure common rail system of the present invention.

FIG. 2 is a schematic diagram of the fuel injection timing control valve of the present invention.

FIG. 3 is a cross-sectional view of a sliding sleeve I and a rotating shaft in the fuel injection timing control valve of the present invention.

FIG. 4 is a cross-sectional view of a sliding sleeve II and a rotating shaft in the injection timing control valve of the present invention.

Fig. 5 is a schematic structural view of the mechanical control device of the present invention.

Fig. 6 is a schematic structural view of the mechanical nozzle of the present invention.

Reference numerals: 1. the oil tank, 2, oil supply pipe, 3, mechanical oil pump, 4, oil quantity control valve, 5, common rail oil pipe, 6, mechanical nozzle, 7, common rail oil return pipe, 8, total oil return pipe, 9, mechanical control device, 10, mechanical oil pressure regulating valve, 11, oil return path, 12, oil injection timing control valve, 13, oil pump oil return pipe, 14, sliding sleeve I, 15, sliding sleeve II, 16, rotating shaft, 17, oil return nozzle interface, 18, passage I, 19, annular passage I, 20, radial passage I, 21, axial passage, 22, passage II, 23, passage III, 24, plectrum, 25, radial passage II, 26, transmission gear I, 27, throttle opening mechanical conversion assembly, 28, engine speed mechanical conversion assembly, 29, connecting slide bar, 30, return spring, 31, fixed sleeve, 32, connecting piece, 33, oil mass connecting rod, 34, oil pressure connecting rod, 35, oil injection connecting rod, 36, transmission shaft, 37, variable diameter flywheel set, 38, guide rod, 39, transmission gear II, 40, oil mass cam rail, 41, oil pressure cam rail, 42, oil injection cam rail, 43, left and right guide rails, 44, upper and lower guide rails, 45, oil nozzle body, 46, oil inlet pipe joint, 47, pressure regulating cavity, 48, pressure regulating spring, 49, pressure regulating screw, 50, spring seat, 51, ejector pin, 52, threaded sleeve, 53, needle valve, 54, needle valve body, 55, needle valve cavity, 56, oil injection hole, 57, oil injection oil duct, 58, oil return oil duct, 59, oil filter.

Detailed Description

The following are example embodiments of the invention defined by the claims and their equivalents, taken in conjunction with the accompanying drawings, in which the specific details are to be regarded as illustrative only and not limiting the scope of the invention. Accordingly, various changes and modifications to the embodiments may be made by one of ordinary skill in the art without departing from the scope and spirit of the invention.

Example 1

As a preferred embodiment of the present invention, referring to fig. 1 of the specification, the present embodiment discloses a full-mechanical high-pressure common rail injection system, which comprises an oil tank 1, an oil supply pipe 2, a mechanical oil pump 3, an oil quantity control valve 4, a common rail oil pipe 5, a plurality of mechanical nozzles 6, a common rail oil return pipe 7, a main oil return pipe 8 and a mechanical control device 9, wherein the oil tank 1 supplies oil to the mechanical oil pump 3 through the oil supply pipe 2, the mechanical oil pump 3 pressurizes the oil supplied from the oil supply pipe 2 and then supplies the oil to the common rail oil pipe 5, the oil quantity control valve 4 is arranged between the mechanical oil pump 3 and the common rail oil pipe 5, the mechanical nozzles 6 are connected in parallel with the common rail oil pipe 5, the oil return end of the common rail oil pipe 5 is provided with a mechanical oil pressure control valve 10, the output end of the mechanical oil pressure control valve 10 is connected with the common rail oil return pipe 7, the oil return paths 11 of the plurality of mechanical nozzles 6 are provided with an oil injection timing control valve 12 for controlling on-off of the oil return paths 11, the oil return paths 11 of the mechanical oil return pipes 11 are connected with the common rail oil return pipe 7 in parallel, the oil return pipe 3 and the oil return pipes 3 and the mechanical oil return pipes 1, the oil return pipes 8 are connected with the oil return pipes 1, the oil return pipes 8 and the mechanical oil pipes 1 and the main oil pump 8 are connected with the oil return pipe 1; the mechanical control device 9 converts the accelerator opening and the engine rotation speed into mechanical control instructions by means of mechanical conversion, and controls the opening of the oil quantity control valve 4, the regulating pressure of the mechanical oil pressure regulating valve 10, and the oil injection timing and pulse width control of the oil injection timing control valve 12 respectively.

In this embodiment, the above-mentioned all-mechanical high-pressure common rail injection system includes three subsystems, namely an oil supply system, an oil return system and a mechanical control system.

Wherein, the oil supply system is divided into three steps: (1) the oil tank 1 supplies clean and impurity-free fuel oil to the mechanical oil pump 3; (2) the mechanical oil pump 3 supplies high-pressure fuel to the common rail oil pipe 5; (3) the common rail pipe 5 supplies the fuel of the same oil pressure to each of the mechanical nozzles 6.

The method comprises the following steps: (1) after passing through the oil filter 59 from the oil tank 1, the fuel enters the mechanical oil pump 3 through the fuel supply pipe 2 and is pressurized. (2) Then flows from the oil supply pipe 2 into the common rail pipe 5 through the oil quantity control valve 4, and is temporarily stored. (3) The common rail oil pipe 5 is connected with the mechanical nozzle 6, and high-pressure fuel in the common rail oil pipe 5 is injected into the fuel nozzle body 45 through the fuel inlet pipe joint 46 of the mechanical nozzle 6 and is split to two ends. One end is temporarily stored in the needle chamber 55 for preliminary ejection; one end is connected with an oil return channel 11 of the mechanical nozzle 6.

The oil return system comprises three oil return branches, (1) a mechanical oil pump 3 oil return branch; (2) the common rail oil pipe 5 is provided with a pressure relief and oil return branch; (3) the mechanical nozzle 6 returns the oil branch. The method comprises the following steps:

(1) oil return branch of mechanical oil pump: unused fuel in the mechanical oil pump 3 is led into the oil pump return line 13 and finally back into the oil tank 1.

(2) Pressure relief and oil return branch of common rail oil pipe 5: the fuel inside the common rail pipe 5 increases with time and the internal pressure increases. In order to regulate the pressure of the common rail oil pipe 5, a mechanical oil pressure regulating valve 10 is designed on the common rail oil pipe 5, and a common rail oil return pipe 7 is connected with the mechanical oil pressure regulating valve 10. When the oil pressure of the common rail oil pipe 5 exceeds a threshold value, the mechanical oil pressure regulating valve 10 is opened, and the fuel enters the common rail oil return pipe 7.

(3) Mechanical nozzle 6 oil return branch: the mechanical nozzle 6 needs oil return every injection, and each nozzle oil return channel 11 is connected into the common rail oil return pipe 7 through the oil injection timing control valve 12 and finally returns to the oil tank 1.

The mechanical control system comprises three control valves, namely an oil mass control valve 4, a mechanical oil pressure regulating valve 10 and an oil injection timing control valve 12, and a mechanical control device 9 for realizing control.

Wherein the oil quantity control valve 4 is used for controlling the fuel quantity supplied by the mechanical oil pump 3 to the common rail oil pipe 5; the principle is that the fuel flow is controlled by adjusting the opening of the oil flow control valve 4.

The mechanical oil pressure regulating valve 10 functions to regulate the oil pressure in the common rail pipe 5. The principle is that the common rail oil pipe 5 is connected to the mechanical oil pressure regulating valve 10, when the oil pressure in the common rail oil pipe 5 exceeds a threshold value, the thrust of the pressure regulating spring 48 in the mechanical pressure regulating valve is smaller than the oil pressure in the common rail oil pipe 5, the valve is pushed open, and the fuel oil in the common rail oil pipe 5 flows into the common rail oil return pipe 7 and finally returns to the oil tank 1. When the oil pressure in the common rail pipe 5 decreases to the pressure of the pressure regulating spring 48, the valve is closed again, and at this time the oil pressure in the common rail pipe 5 is regulated. So that the upper limit of the oil pressure in the common rail pipe 5 can be changed by changing the pressure of the pressure regulating spring 48.

The operation of the mechanical nozzle 6 used in the present invention will be described first with reference to the injection timing control valve 12. The oil inlet of the mechanical nozzle 6 is connected to the common rail oil pipe 5, high-pressure fuel enters the oil nozzle body 45 through the oil inlet pipe joint 46 to be split to two ends, the upper end is defined as the end opposite to the nozzle, and the lower end is the nozzle end. The presence of the orifice in the upper oil passage will result in a lower amount of fuel being injected into the upper end than the lower end, i.e. the lower end has a higher oil pressure than the upper end. The upper end of the nozzle is provided with a group of pressure regulating springs 48 which balance the pressure difference between the upper end and the lower end, so that the ejector rod 51 in the middle of the nozzle is kept balanced, and the needle valve 53 always blocks the oil injection hole 56. The upper end of the mechanical nozzle 6 is provided with a fuel outlet communicated with the oil return channel 11, when the oil return channel 11 is open, the fuel at the upper end is completely discharged out of the nozzle due to the self pressure and enters the oil return channel 11, and finally returns to the oil tank 1. At this time, the balance of the jack 51 is broken due to the discharge of the upper fuel. Under the thrust action of the lower oil pressure, the ejector rod 51 moves upwards, so that the needle valve 53 moves upwards, the oil injection hole 56 is opened, and the fuel is injected. When the upper return pipe passage is closed, the plunger 51 will restore its balance because the fuel is continuously injected into the inlet pipe, and the needle valve 53 will block the fuel injection hole 56, i.e., the fuel injection is completed. Therefore, a device is needed to control the open time of the nozzle return pipe and the open time of the nozzle return pipe, so as to control the oil injection time and the oil injection pulse width.

Example 2

As a further preferred embodiment of the present invention, this embodiment is further elaborated and supplemented with the technical solution of the present invention on the basis of embodiment 1 described above. Referring to fig. 5 of the drawings, the present embodiment provides a structure of a mechanical control device 9 including an accelerator opening degree mechanical conversion unit 27 that converts the displacement amount of an accelerator pedal device into the mechanical adjustment amount of an oil amount control valve 4, the mechanical adjustment amount of a mechanical oil pressure adjusting valve 10, and the mechanical control amount of an injection timing control valve 12 in a mechanical transmission conversion manner, and an engine rotation speed mechanical conversion unit 28 that converts the engine rotation speed into the mechanical adjustment amount of the oil amount control valve 4, the mechanical adjustment amount of the mechanical oil pressure adjusting valve 10, and the mechanical control amount of the injection timing control valve 12 in a mechanical transmission conversion manner.

The mechanical control device 9 in this embodiment is the same as the input end of the ECU, and the input ends of the mechanical control device 9 in this embodiment are both the throttle (foot pedal) and the engine speed. However, unlike the ECU, an electric signal is not used, but the accelerator opening and the rotation speed are directly used as instructions. The mechanical control device 9 of the present embodiment includes three parts: (1) the receiving and converting device of the throttle command; (2) the receiving and converting device of the rotating speed instruction; (3) instruction processing and outputting means.

The mechanical conversion assembly 27 for the accelerator opening comprises a connecting slide bar 29, a return spring 30, a fixed sleeve 31 and a connecting piece 32, wherein the upper end of the connecting slide bar 29 is connected with an accelerator pedal device, the lower end of the connecting slide bar 29 penetrates through the fixed sleeve 31 to be connected with the connecting piece 32, the return spring 30 is sleeved on the connecting slide bar 29 and the fixed sleeve 31, the upper end of the return spring 30 is fixedly connected to the connecting slide bar 29, the lower end of the return spring is fixedly connected to the fixed sleeve 31, the fixed sleeve 31 is fixed, an oil mass connecting rod 33, an oil pressure connecting rod 34 and an oil injection connecting rod 35 are arranged on the connecting piece 32, the connecting slide bar 29 is driven by the accelerator pedal device to generate displacement, the connecting piece 32 is driven to generate displacement, and accordingly the oil mass connecting rod 33, the oil pressure connecting rod 34 and the oil injection connecting rod 35 are driven to generate displacement.

The connecting slide bar 29 is combined with the fixed sleeve 31, so that the connecting slide bar 29 can axially move along the fixed sleeve 31 on the same straight line; one end of the return spring 30 is connected with the connecting slide bar 29, and the other end of the return spring is fixed (can be fixed on the fixing sleeve 31) so that the connecting slide bar 29 can recover to the original position after no stress is applied; the connecting piece 32 is provided with a guide rail, the connecting slide bar 29 can move in the guide rail, the connecting piece 32 and the connecting slide bar 29 can move on the same straight line (for example, the guide rail is a left guide rail 43 and a right guide rail 43, the connecting slide bar 29 moves up and down), and the other end of the connecting slide bar 29 is connected with an accelerator (pedal).

The working principle is as follows: when a driver steps on the oil gate (pedal plate) in a heavy way, the pedal plate generates displacement; this displacement is transmitted (scaled or enlarged, oriented, etc.) to the connecting slide bar 29, which is also displaced, which results in the displacement of the connecting piece 32 because the connecting piece 32 is also connected thereto. When the driver depresses the oil gate (pedal), the return spring 30 returns the connecting slide rod 29 to the original state, and drives the connecting member 32 to the original state. ( The different displacement amounts mentioned above are different signals, and thus the accelerator opening is converted into the displacement amount of the link 32. The conversion ratio between the displacement of the pedal, the displacement of the connecting slide rod 29 and the displacement of the final connecting piece 32 can be calculated scientifically. )

The engine speed mechanical conversion assembly 28 comprises a transmission shaft 36, a variable diameter flywheel set 37, a guide rod 38 and a connecting piece 32, wherein the transmission shaft 36 and the engine form a transmission relation through a transmission gear II 39, the transmission shaft 36 keeps rotating, one of two axial ends of the variable diameter flywheel set 37 is fixedly connected with the transmission shaft 36, the other axial end of the variable diameter flywheel set is fixedly connected with the transmission shaft 36 in a radial direction, and the variable diameter flywheel set can axially move along the transmission shaft 36; the end of the variable diameter flywheel which can move axially in the transmission is connected with the connecting piece 32 through a guide rod 38; the connecting piece 32 is provided with an oil mass cam rail 40, an oil pressure cam rail 41 and an oil injection cam rail 42, the oil mass cam rail 40 is provided with an oil mass connecting rod 33 in a sliding way, the oil pressure cam rail 41 is connected with an oil pressure connecting rod 34 in a sliding way, and the oil injection cam rail 42 is connected with an oil injection connecting rod 35 in a sliding way; when the rotation speed of the transmission shaft 36 increases, the rotation speed of the variable diameter flywheel set 37 along with the rotation of the transmission shaft 36 increases, the diameter of the variable diameter flywheel set 37 increases under the action of centrifugal force, and the axial distance is shortened, so that the connecting piece 32 is driven to move towards the variable diameter flywheel, and the movement amount of the connecting piece 32 is correspondingly converted into the displacement amounts of the oil mass connecting rod 33, the oil pressure connecting rod 34 and the oil injection connecting rod 35 under the action of the oil mass cam rail 40, the oil pressure cam rail 41 and the oil injection cam rail 42.

The transmission gear II 39 is fixed on a transmission shaft 36 and combines the engine with the transmission gear II; one axial end of a group of variable-diameter flywheel groups 37 is fixed on the transmission shaft 36 (both axially and radially), and the other axial end of the variable-diameter flywheel groups 37 and the transmission shaft 36 are radially fixed so as to enable the variable-diameter flywheel groups to axially move on the transmission shaft 36; one end of the return spring 30 is fixed on the transmission shaft 36, and the other end is fixed on the end of the flywheel capable of moving axially (the return spring 30 can be respectively fixed on the two ends of the variable diameter flywheel set 37); the diameter-variable flywheel set 37 is connected with a sliding sleeve guide rod 38 at the axial moving end (the sliding sleeve guide rod 38 does not move along with the flywheel around the shaft in a circular way, but does move along with the axial moving end of the flywheel in an axial way); the other end of the sliding guide rod 38 is connected with the connecting piece 32 through a guide rail (for example, the guide rail is an upper guide rail 44 and a lower guide rail 44, and the sliding guide rod 38 moves left and right).

The working principle is as follows: the rotation speed of the engine can be transmitted to the shaft of the transmission shaft 36 through the transmission gear II 39 (the transmission ratio is set according to actual requirements, and the rotation speed signal can be reduced or amplified), and at this time, the variable diameter flywheel set 37 on the transmission shaft 36 also moves circularly around the transmission shaft 36 because of radial fixation. Under the action of centrifugal force, the diameter of the variable diameter flywheel set 37 becomes larger, and the end of the variable diameter flywheel set 37 which is not axially fixed will move towards the other end of the variable diameter flywheel set 37 against the tension (or pushing force, depending on the installation position of the return spring 30) of the return spring 30, so that displacement is generated. The circular motion of the variable diameter flywheel set 37 is not transmitted under the action of the sliding sleeve guide rod 38, but the displacement of the movable end of the variable diameter flywheel set 37 is transmitted to the connecting piece 32, so that the displacement is generated. The centrifugal force generated by the flywheel varies with the rotational speed, resulting in a different amount of displacement of the final link 32. When the rotational speed is zero, the variable diameter flywheel set 37 returns to its original state under the action of the return spring 30 (the above-mentioned different displacement amounts are different signals, so that the rotational speed of the engine is converted into the displacement amount of the connecting member 32. The conversion ratio between the rotational speed of the engine transmission shaft 36 and the rotational speed of the other shaft, the displacement amount of the flywheel and the displacement amount generated by the final connecting member 32 can be calculated scientifically).

From the above, it is known that the coupling 32 is subjected to the combined action of the throttle command receiving and converting device and the rotational speed command receiving and converting device, and that the two guide rails are designed so that the movements of the two devices do not interfere with each other. This allows the throttle opening mechanical conversion assembly 27 and the engine speed mechanical conversion assembly 28 to share one connecting member 32, which can simplify the structure.

Three cam tracks are respectively designed on the connecting piece 32: an oil mass cam rail 40, an oil pressure cam rail 41, and an oil injection cam rail 42; the oil mass cam rail 40 is connected with the oil mass control valve 4 through the oil mass connecting rod 33; the hydraulic cam rail 41 is connected to the mechanical hydraulic control valve 10 via the hydraulic link 34; the injection cam rail 42 is connected to the injection timing control valve 12 via an injection link 35.

The oil quantity connecting rod 33 is connected with the oil quantity control valve 4, and the displacement of the oil quantity connecting rod 33 is the adjustment quantity of the oil quantity control valve 4; the oil pressure connecting rod 34 is connected with the mechanical oil pressure regulating valve 10, the displacement of the oil pressure connecting rod 34 is the oil pressure control quantity of the mechanical oil pressure regulating valve 10, the oil injection connecting rod 35 is connected with the shifting sheet 24 of the oil injection timing control valve 12, the displacement of the oil injection connecting rod 35 is the displacement of the shifting sheet 24, and therefore the length of the passage III 23 is regulated, and the oil injection timing control valve 12 controls the oil injection time and the oil injection pulse width.

In this embodiment, the displacement amounts of the connecting member 32 in two different directions are obtained, the relationship between the oil pressure, the oil amount, the injection timing, the rotation speed and the accelerator opening is not the same, and the relationship between the different parameters is not simple or overlapped or offset. Therefore, the change trend of the oil pressure, the oil quantity and the oil injection timing of the engine under different rotation speeds and accelerator opening degrees needs to be scientifically calculated, different cam tracks are designed, and the displacement obtained by the connecting piece 32 is converted into the opening degrees of different valves.

Example 3

As a further preferred embodiment of the present invention, this embodiment is further elaborated and supplemented with the technical solution of the present invention on the basis of embodiment 1 or embodiment 2 described above. In this embodiment, referring to fig. 2 of the specification, the embodiment provides a fuel injection timing control valve 12, which includes a sliding sleeve i 14, a sliding sleeve ii 15, and a rotating shaft 16, where the sliding sleeve i 14 and the sliding sleeve ii 15 are axially and sealingly connected to the rotating shaft 16, and the rotating shaft 16 rotates relative to the sliding sleeve i 14 and the sliding sleeve ii 15.

As shown in fig. 3 of the specification, a passage I18 communicated with an oil return nozzle interface 17 of a mechanical nozzle 6 is arranged on a sliding sleeve I14, an annular passage I19 is arranged between the sliding sleeve I14 and a rotating shaft 16, the passage I18 is communicated with the annular passage I19, a radial passage I20 communicated with the annular passage I19 is arranged on the rotating shaft 16, an axial passage 21 is arranged in the rotating shaft 16, and the radial passage I20 is communicated with the axial passage 21;

As shown in fig. 4 of the specification, a passage ii 22 connected with the downstream of the oil return passage 11 of the mechanical nozzle 6 is arranged on the sliding sleeve ii 15, a passage iii 23 with a certain circumference is arranged between the sliding sleeve ii 15 and the rotating shaft 16, a shifting piece 24 for changing the length of the passage iii 23 is arranged on the passage iii 23, the passage ii 22 is communicated with the passage iii 23, a radial passage ii 25 communicated with the passage iii 23 is arranged on the rotating shaft 16, and the radial passage ii 25 is communicated with the axial passage 21.

The shifting sheet 24 is connected with the mechanical control device 9 through a mechanical connection structure, the mechanical control device 9 converts the accelerator opening and the engine speed into mechanical control instructions through a mechanical conversion mode, and the position of the shifting sheet 24 is changed through the mechanical connection structure, so that the length of a passage III 23 is changed, and the fuel injection timing and pulse width control of the fuel injection timing control valve 12 is realized.

The rotating shaft 16 is fixedly provided with a transmission gear I26, and a transmission relation is established between the transmission gear I26 and the engine, so that the rotating shaft 16 keeps rotating.

In this embodiment, the nozzle oil return channel 11 is connected to a section of rotation shaft 16 driven by a gear through the sliding sleeve i 14, the sliding sleeve i 14 is made into an annular channel i 19, the rotation shaft 16 is perforated to form a radial channel i 20, and an axial passage 21 is formed through the inside. This design ensures that the shaft 16 still forms a path with the return 11 during rotation. And punching the rotating shaft 16 again at a certain distance to form a radial channel II 25, wherein the radial channel II 25 is communicated with the axial channel 21, then sleeving a sliding sleeve II 15, forming a channel III 23 with a certain circumference inside the sliding sleeve II 15, and plugging a plectrum 24 between the sliding sleeve and the rotating shaft 16, wherein the plectrum 24 can change the length of the channel III 23 inside the sliding sleeve II 15. When the rotating shaft 16 rotates, a radial channel II 25 on the rotating shaft is connected with an internal passage III 23 of the sliding sleeve II 15, so that the nozzle oil return channel 11 is opened; when the radial channel ii 25 is offset from the internal channel iii 23 of the sliding sleeve ii 15, the nozzle return 11 is closed. The moment of oil injection can be determined by changing the rotation speed of the rotation shaft 16; the length of the internal passage III 23 of the sliding sleeve II 15 represents the opening time of the nozzle return passage 11, namely the pulse width of the oil injection.

Example 4

As a further preferred embodiment of the present invention, this embodiment is further elaborated and supplemented with the technical solution of the present invention on the basis of embodiment 1, embodiment 2 or embodiment 3 described above. In this embodiment, there is provided a structure of a mechanical nozzle 6, referring to fig. 6 of the specification, the mechanical nozzle 6 includes an oil nozzle body 45, and an oil inlet pipe joint 46 is provided on the oil nozzle body 45; the upper part of the oil nozzle body 45 is provided with a pressure regulating cavity 47, a pressure regulating spring 48 is arranged in the pressure regulating cavity 47, the upper end of the pressure regulating spring 48 is connected with a pressure regulating screw 49, the pressure regulating screw 49 is in threaded connection with the top end of the oil nozzle body 45, the lower end of the pressure regulating spring 48 is fixed with a spring seat 50, and the bottom of the spring seat 50 is connected with a push rod 51; the bottom of the oil nozzle body 45 is connected with a screw sleeve 52, a needle valve body 54 is arranged on the screw sleeve 52, the bottom of the ejector rod 51 is connected with a needle valve 53, the needle valve 53 is arranged in a needle valve cavity 55 in the needle valve body 54 and is matched with the inner wall of the needle valve cavity 55 to form a sealing pair, and an oil injection hole 56 communicated with the needle valve cavity 55 is arranged at the bottom of the needle valve body 54; the oil nozzle body 45 comprises an oil injection duct 57 and an oil return duct 58, and fuel entering the oil nozzle body 45 from the oil inlet pipe joint 46 enters the needle valve cavity 55 through the oil injection duct 57, and a small part of the fuel enters the pressure regulating cavity 47 through the oil return duct 58, and the pressure regulating cavity 47 is communicated with the oil return nozzle joint 17.

Fuel enters through the inlet pipe joint 46 and enters the upper and lower ends of the nozzle from the fuel injection passage 57 and the return passage 58, respectively. The return oil passage 58 has an orifice, so that the amount of fuel entering the upper end of the nozzle is smaller than the amount of fuel entering the lower end, and the lower end pressure is higher than the upper end with the same volume. In order to keep the balance of the ejector rod 51 and the oil injection hole 56 closed, the pressure regulating spring 48 is made to generate a downward force to balance the pressures at the upper and lower ends, so that the needle valve 53 always blocks the oil injection hole 56. When the return passage 11 is opened, the pressure of the fuel at the upper end is greater than the oil pressure in the return passage 11, so that the fuel flows out from the return passage 11, the amount of the fuel at the upper end is reduced, the force balance state of the jack 51 is broken by the pressure reduction, the jack 51 moves upward, the needle valve 53 moves upward, and the fuel is ejected from the lower-end fuel injection hole 56. When the oil return channel 11 is closed, the pressures at the upper end and the lower end are restored, and the ejector rod 51 returns to the original position, so that one oil injection is completed. The timing of the oil injection can be controlled by controlling the timing of opening and closing the oil return passage 11. The duration of opening the oil return channel 11 is controlled, so that the pulse width of oil injection can be controlled.

While the present inventive concept has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims.

Claims (12)

1. Full mechanical type high pressure common rail injection system, its characterized in that: the oil tank (1) supplies oil to the mechanical oil pump (3) through the oil supply pipe (2), the mechanical oil pump (3), the oil quantity control valve (4), the common rail oil pipe (5), a plurality of mechanical nozzles (6), a common rail oil return pipe (7), a total oil return pipe (8) and a mechanical control device (9), the mechanical oil pump (3) pressurizes the oil conveyed by the oil supply pipe (2) and conveys the oil to the common rail oil pipe (5), the oil quantity control valve (4) is arranged between the mechanical oil pump (3) and the common rail oil pipe (5) and is used for controlling the oil supply quantity of the mechanical oil pump (3) to the common rail oil pipe (5), a plurality of mechanical nozzles (6) are connected in parallel to the common rail oil pipe (5), the oil return end of the common rail oil pipe (5) is provided with a mechanical oil pressure regulating valve (10), the output end of the mechanical oil pressure regulating valve (10) is connected with the common rail oil return pipe (7), the oil return circuit (11) is provided with an oil injection timing control valve (12) for controlling the on-off of the oil return circuit (11), the mechanical oil return pipe (6) is connected with the common rail oil pump (7) in parallel with the common rail oil pipe (7) and the common rail oil pipe (3), the total oil return pipe (8) is connected with the oil tank (1), and oil returns of the mechanical oil pump (3), the common rail oil pipe (5) and the mechanical nozzles (6) all flow back to the oil tank (1) through the total oil return pipe (8); the mechanical control device (9) converts the accelerator opening and the engine rotation speed into mechanical control instructions in a mechanical conversion mode, and controls the opening of the oil quantity control valve (4), the regulating pressure of the mechanical oil pressure regulating valve (10) and the oil injection timing and pulse width of the oil injection timing control valve (12) respectively.

2. The all-mechanical high-pressure common rail injection system of claim 1, wherein: the mechanical control device (9) comprises an accelerator opening mechanical conversion assembly (27) and an engine rotating speed mechanical conversion assembly (28), wherein the accelerator opening conversion assembly converts displacement of an accelerator pedal device into mechanical adjustment quantity of an oil quantity control valve (4), mechanical pressure adjustment quantity of a mechanical oil pressure adjustment valve (10) and mechanical control quantity of an oil injection timing control valve (12) in a mechanical transmission conversion mode, and the engine rotating speed mechanical conversion assembly (28) converts engine rotating speed into mechanical adjustment quantity of the oil quantity control valve (4), mechanical pressure adjustment quantity of the mechanical oil pressure adjustment valve (10) and mechanical control quantity of the oil injection timing control valve (12) in a mechanical transmission conversion mode.

3. The all-mechanical high-pressure common rail injection system of claim 2, wherein: the mechanical accelerator opening conversion assembly (27) comprises a connecting slide rod (29), a return spring (30), a fixed sleeve (31) and a connecting piece (32), wherein the upper end of the connecting slide rod (29) is connected with an accelerator pedal device, the lower end of the connecting slide rod (29) penetrates through the fixed sleeve (31) to be connected with the connecting piece (32), the return spring (30) is sleeved on the connecting slide rod (29) and the fixed sleeve (31), the upper end of the return spring (30) is fixedly connected to the connecting slide rod (29), the lower end of the return spring is fixedly connected to the fixed sleeve (31), the fixed sleeve (31) is fixed, an oil mass connecting rod (33), an oil pressure connecting rod (34) and an oil injection connecting rod (35) are arranged on the connecting piece (32), the connecting slide rod (29) is driven to generate displacement by the transmission of the accelerator pedal device, the connecting piece (32) is driven to generate displacement, and accordingly the oil mass connecting rod (33), the oil pressure connecting rod (34) and the oil injection connecting rod (35) are driven to generate displacement.

4. The all-mechanical high-pressure common rail injection system of claim 2, wherein: the engine rotating speed mechanical conversion assembly (28) comprises a transmission shaft (36), a variable diameter flywheel set (37), a guide rod (38) and a connecting piece (32), wherein the transmission shaft (36) and the engine form a transmission relation through a transmission gear II (39), the transmission shaft (36) keeps rotating, one of two ends of the variable diameter flywheel set (37) in the axial direction is fixedly connected with the transmission shaft (36), the other end of the variable diameter flywheel set is fixedly connected with the transmission shaft (36) in the radial direction, and the variable diameter flywheel set can axially move along the transmission shaft (36); the end part of the variable diameter flywheel which can move along the axial direction in the transmission is connected with the connecting piece (32) through a guide rod (38); an oil mass cam rail (40), an oil pressure cam rail (41) and an oil injection cam rail (42) are arranged on the connecting piece (32), an oil mass connecting rod (33) is arranged on the oil mass cam rail (40) in a sliding mode, an oil pressure connecting rod (34) is connected on the oil pressure cam rail (41) in a sliding mode, and an oil injection connecting rod (35) is connected on the oil injection cam rail (42) in a sliding mode; when the rotation speed of the transmission shaft (36) increases, the rotation speed of the variable diameter flywheel set (37) along with the rotation of the transmission shaft (36) increases, the diameter of the variable diameter flywheel set (37) increases and the axial distance shortens under the action of centrifugal force, so that the connecting piece (32) is driven to move towards the variable diameter flywheel, and the movement amount of the connecting piece (32) is correspondingly converted into the displacement amounts of the oil mass connecting rod (33), the oil pressure connecting rod (34) and the oil injection connecting rod (35) under the action of the oil mass cam rail (40), the oil pressure cam rail (41) and the oil injection cam rail (42).

5. The all-mechanical high-pressure common rail injection system of claim 4, wherein: a return spring (30) is arranged between two ends of the variable-diameter flywheel set (37), the rotation speed of the transmission shaft (36) is reduced, the centrifugal force received by the variable-diameter flywheel set (37) is reduced, and the diameter of the variable-diameter flywheel set (37) is reduced and the axial distance is increased under the action of the return spring (30).

6. The all-mechanical high-pressure common rail injection system of claim 3 or 4, wherein: the throttle opening mechanical conversion assembly (27) and the engine rotating speed mechanical conversion assembly (28) share the same connecting piece (32), the connecting piece (32) is provided with a left guide rail (43) and a right guide rail (43) which are matched with the connecting slide rod (29), and an upper guide rail (44) and a lower guide rail (44) which are matched with the guide rod (38), and the connecting piece (32) slides left and right relative to the connecting slide rod (29) when driven by the variable diameter flywheel set (37) to displace under the action of the left guide rail (43); under the action of the upper and lower guide rails (44), when the connecting piece (32) is driven by the connecting slide bar (29) to displace, the connecting piece slides up and down relative to the guide bar (38).

7. The all-mechanical high pressure common rail injection system according to any one of claims 3-5, wherein: the oil quantity connecting rod (33) is connected with the oil quantity control valve (4), and the displacement quantity of the oil quantity connecting rod (33) is the adjustment quantity of the oil quantity control valve (4); the oil pressure connecting rod (34) is connected with the mechanical oil pressure regulating valve (10), the displacement of the oil pressure connecting rod (34) is the oil pressure control quantity of the mechanical oil pressure regulating valve (10), the oil injection connecting rod (35) is connected with the oil injection timing control valve (12), and the displacement of the oil injection connecting rod (35) is the control quantity of the oil injection timing control valve (12), so that the oil injection timing control valve (12) can control the oil injection time and the oil injection pulse width.

8. The all-mechanical high pressure common rail injection system according to any one of claims 1-5, wherein: the oil injection timing control valve (12) comprises a sliding sleeve I (14), a sliding sleeve II (15) and a rotating shaft (16), wherein the sliding sleeve I (14) and the sliding sleeve II (15) are axially and hermetically connected to the rotating shaft (16), the rotating shaft (16) rotates relative to the sliding sleeve I (14) and the sliding sleeve II (15), a passage I (18) communicated with an oil return nozzle interface (17) of a mechanical nozzle (6) is arranged on the sliding sleeve I (14), an annular passage I (19) is arranged between the sliding sleeve I (14) and the rotating shaft (16), the passage I (18) is communicated with the annular passage I (19), a radial passage I (20) communicated with the annular passage I (19) is formed in the rotating shaft (16), and an axial passage (21) is arranged in the rotating shaft (16), and the radial passage I (20) is communicated with the axial passage (21);

be provided with on sliding sleeve II (15) with the passageway II (22) that return oil way (11) low reaches of mechanical nozzle (6) meet, be provided with passageway III (23) of certain circumference between sliding sleeve II (15) and axis of rotation (16), be provided with on passageway III (23) and change plectrum (24) of this passageway III (23) length, passageway II (22) and passageway III (23) intercommunication, be provided with on axis of rotation (16) with passageway III (23) intercommunication radial passageway II (25), radial passageway II (25) with axial passageway (21) intercommunication.

9. The all-mechanical high-pressure common rail injection system of claim 8, wherein: the shifting sheet (24) is connected with the mechanical control device (9) through a mechanical connection structure, the mechanical control device (9) converts the opening degree of an accelerator and the rotation speed of an engine into mechanical control instructions in a mechanical conversion mode, and the position of the shifting sheet (24) is changed through the mechanical connection structure, so that the length of a passage III (23) is changed, and the oil injection timing and pulse width control of the oil injection timing control valve (12) are realized.

10. The all-mechanical high-pressure common rail injection system of claim 8, wherein: the rotating shaft (16) is fixedly provided with a transmission gear I (26), and a transmission relation is established between the transmission gear I (26) and the engine, so that the rotating shaft (16) keeps rotating.

11. The all-mechanical high pressure common rail injection system according to any one of claims 1-5, wherein: the mechanical nozzle (6) comprises an oil nozzle body (45), and an oil inlet pipe joint (46) is arranged on the oil nozzle body (45); the upper part of the oil nozzle body (45) is provided with a pressure regulating cavity (47), a pressure regulating spring (48) is arranged in the pressure regulating cavity (47), the upper end of the pressure regulating spring (48) is connected with a pressure regulating screw (49), the pressure regulating screw (49) is in threaded connection with the top end of the oil nozzle body (45), the lower end of the pressure regulating spring (48) is fixed with a spring seat (50), and the bottom of the spring seat (50) is connected with a push rod (51); the bottom of the oil nozzle body (45) is connected with a screw sleeve (52), a needle valve body (54) is arranged on the screw sleeve (52), the bottom of the ejector rod (51) is connected with a needle valve (53), the needle valve (53) is arranged in a needle valve cavity (55) in the needle valve body (54) and is matched with the inner wall of the needle valve cavity (55) to form a sealing pair, and an oil injection hole (56) communicated with the needle valve cavity (55) is arranged at the bottom of the needle valve body (54); the oil nozzle body (45) comprises an oil injection oil duct (57) and an oil return oil duct (58), fuel oil entering the oil nozzle body (45) through an oil inlet pipe joint (46) enters a needle valve cavity (55) through the oil injection oil duct (57), and a small part of fuel oil enters a pressure regulating cavity (47) through the oil return oil duct (58), and the pressure regulating cavity (47) is communicated with an oil return nozzle joint (17).

12. The all-mechanical high pressure common rail injection system according to any one of claims 1-5, wherein: an oil filter (59) is arranged on the oil supply pipe (2).