CN220550552U - Electric control type diesel pile driver - Google Patents

Abstract

The utility model discloses an electronically controlled diesel pile driver, which includes a guide rod, a top beam and a piston. The piston is provided with an electronically controlled fuel system and an electronic control unit. A position sensor one and a position sensor two are provided outside the piston; The electronically controlled fuel system includes a fuel pump assembly, a fuel injector assembly and a two-position three-way solenoid valve. The oil outlet of the fuel pump assembly leads to the pressure port P of the two-position three-way solenoid valve. The work of the two-position three-way solenoid valve The oil port A leads to the oil inlet of the fuel injector assembly, and the oil return port T of the two-position three-way solenoid valve is connected to the fuel tank; the electronic control unit is electrically connected to the two-position three-way solenoid valve. Position sensor one is on the same plane as the uppermost piston ring of the piston body. Position sensor two is on the same plane as the contact point of the strike pin and the crank arm. The diesel pile driver can adjust the injection control start time and injection control pulse width according to the working conditions. Fuel can be injected into the cylinder at the optimal time, achieving automatic and precise control of the fuel injection amount and injection timing.

Description

Electronically controlled diesel pile driver

Technical field

The utility model relates to a piling machine for foundation construction of construction projects, and in particular to a guide-rod diesel piling machine that can electrically adjust and control the amount of oil supply.

technical background

The guide rod diesel pile driver is a piling machine that uses the principle of a two-stroke internal combustion engine to work. The main body of the guide rod diesel pile driver is composed of a cylinder (cylinder hammer) and a plunger (piston). It uses the fuel injected into the cylinder combustion chamber. The strong pressure generated by the atomized diesel fuel detonating under high pressure and high temperature drives the cylinder hammer to work. This pile driver has a simple structure, easy maintenance, and stable performance. It is widely used in pile construction such as wooden piles, metal piles, concrete precast piles, lime soil piles, cast-in-place piles, rammed and expanded piles, etc. It is an ideal choice for ports, docks, airports, bridges, water conservancy projects, etc. , the most ideal equipment for foundation pile construction of high-grade highways, high-rise buildings, etc.

Similar to the diesel pile driver, there is also a hydraulic pile driver that is a hammer-type pile driver. In comparison, the diesel pile driver has the advantages of simple structure, low cost, gentle action on the piles, and is not easy to damage the piles; however, the vibration of the diesel pile driver, The high noise, low diesel injection pressure, poor atomization, and insufficient combustion in the cylinder lead to environmental pollution problems such as black smoke and oil pollution during work, which limits the application of diesel piling hammers. At the same time, when the diesel pile driver is working, workers need to manually pull the adjustment lever to adjust the fuel injection volume to adapt to the requirements of different working conditions. The adjustment process requires extensive engineering experience. This mechanical oil quantity control method increases the labor cost of the diesel pile driver, and the oil quantity control is not precise and flexible enough. Against this background, the utility model designs an electronically controlled fuel system based on a two-position three-way solenoid valve for diesel pile drivers, which provides an implementable path for the electronic control of diesel pile drivers.

Utility model content

In view of the above-mentioned deficiencies in the existing technology, the technical problem to be solved by this utility model is an electronically controlled diesel pile driver that can realize automatic and precise control of the fuel injection amount and fuel injection timing.

In order to solve the above technical problems, the electronically controlled diesel pile driver of the present invention includes two guide rods arranged parallel to each other. A top beam is fixedly installed on the upper end of the guide rod, and a piston is fixedly connected to the lower end of the guide rod. The cylinder hammer slides Supported on the guide rod, the piston is provided with an electronically controlled fuel system and an electronic control unit, and a position sensor one and a position sensor two are provided outside the piston; the electronically controlled fuel system includes a fuel pump assembly and a fuel injector assembly. and the 3/2-way solenoid valve. The oil outlet of the fuel pump assembly leads to the pressure port P of the 3/2-way solenoid valve. The working oil port A of the 3/2-way solenoid valve leads to the oil inlet of the fuel injector assembly. , the oil return port T of the two-position three-way solenoid valve is connected to the fuel tank; the electronic control unit is electrically connected to the two-position three-way solenoid valve.

Further, the position sensor one and the position sensor two are fixedly installed on the sensor bracket, and the sensor bracket is fixedly connected to the top beam and/or the piston.

Further, the oil outlet of the fuel pump assembly is connected to the pressure port P of the two-position three-way solenoid valve through the solenoid valve inlet pipe, and the working oil port A of the two-position three-way solenoid valve is connected to the solenoid valve oil outlet pipe. The oil inlet of the fuel injector assembly and the oil return port T of the two-position three-way solenoid valve are connected to the fuel tank through the solenoid valve return pipe).

Further, the piston includes a piston seat and a piston body that are integrated together. The piston seat is provided with an oil tank, and a piston ring is set on the cylinder surface of the piston body.

Further, the position sensor 1 is on the same plane as the uppermost piston ring of the piston body.

Further, the fuel pump assembly includes a plunger movably supported on the oil pump body, and a tappet movably supported on the upper body of the oil pump. One end of the crank arm hinged on the piston is in contact with the tappet, and the crank arm is in contact with the tappet. The other end corresponds to the impact pin, which is fixedly installed on the cylinder hammer.

Further, the second position sensor is on the same plane as the contact point of the impact pin and the crank arm.

Beneficial effects of this utility model: 1. This utility model uses a position sensor to detect the characteristic position of the cylinder hammer's drop, and the electronic control unit (ECU) injects the high-pressure diesel pumped out by the fuel pump into the cylinder at the theoretically calculated optimal moment based on the position sensor signal. , effectively improve the combustion conditions in the cylinder, reduce pollutant emissions, while increasing the maximum explosion pressure in the cylinder, improving pile driving efficiency and reducing fuel consumption. 2. The electronic control unit (ECU) can also determine the length of time the solenoid valve maintains the injection state by adjusting the injection control pulse width, and thereby control the amount of oil injected into the cylinder, achieving automatic and precise control of the injection amount and injection timing. , compared with manually pulling the oil volume adjustment lever, the fuel injection volume control is more precise, and at the same time, the investment cost of human resources is reduced.

Description of drawings

Figure 1 is a schematic front structural view of a specific embodiment of the utility model's electronically controlled diesel pile driver;

Figure 2 is a schematic diagram of the back structure of Figure 1;

FIG. 3 is a schematic structural diagram of the electronically controlled fuel supply system in the embodiment shown in FIG. 1 .

Detailed ways

The electronically controlled diesel pile driver of the present invention will be described in further detail below in conjunction with the accompanying drawings and specific implementation modes:

As shown in Figures 1 and 2, the electronically controlled diesel pile driver of the present utility model includes a sensor bracket 1, a landing gear 2, a position sensor 3, a position sensor 2 4, a piston 5, a top Beam 6, guide rod 7, landing gear lifting pulley 8, cylinder hammer 9, electronically controlled fuel system 10 and electronic control unit 11. The top beam 6 and the piston 5 are respectively installed on the upper and lower ends of the guide rod 7. The cylinder hammer 9 and the landing gear 2 are slidingly arranged on the guide rod 7. The landing gear 2 is located above the cylinder hammer 9 and is provided with a hook. A landing gear lifting pulley 8 is installed above the landing gear 2. When the pile driver is started, the winch can lift the cylinder hammer 9 through the steel cable and the landing gear lifting pulley 8. The sensor bracket 1 is located on one side of the guide rod 7 and is fixedly connected to the top beam 6 through a connecting plate. The position sensor one 3 and the position sensor two 4 are both installed on the sensor bracket 1, and the position sensor one 3 is horizontally aligned with the first piston ring of the piston body of the piston 5. The piston 5 includes a piston seat and a piston body cast as one piece. The cylindrical surface of the piston body is covered with piston rings; that is, the position sensor 3 is on the same plane as the piston 5 and the uppermost piston ring of the piston body. The position sensor 24 is horizontally aligned with the position where the impact pin 23 is just in contact with the crank arm 32 during the falling process (the oil amount adjustment lever is at the maximum oil amount position), that is, the contact point of the position sensor 24 with the impact pin 23 and the crank arm 32 is at on the same plane. The electronic control unit 11 fixedly installed on the piston 5 can determine the movement direction of the cylinder hammer 9 based on the order in which the two position sensor signals are received; the electronic control unit 11 is a commonly used electronic control unit (ECU), such as one used in an engine comprehensive control device. ECU, this type of ECU can calculate, process, and judge various information input from various sensors of the engine according to its own stored program, and then output instructions to control the actions of relevant actuators to achieve the purpose of quickly, accurately, and automatically controlling engine work.

The electronically controlled fuel system 10 includes a fuel pump assembly, a fuel injector assembly and a two-position three-way solenoid valve 21 . The fuel pump assembly and the fuel injector assembly adopt the common structure of the existing diesel hammer. The oil pump part of the fuel pump assembly is located outside the piston 5, and the nozzle part of the fuel injector assembly is located inside the piston 5. The same structures are also used in existing diesel engines. The common structure on the hammer, the electronic control unit 11 is installed on the piston 5, located on the opposite side of the oil pump.

Figure 3 shows a schematic diagram of the oil circuit structure of the electronically controlled fuel system 10. The fuel injection nozzle assembly includes a spray hole 12, a fuel injection nozzle 13, a fuel injection path 14, a fuel injection nozzle inlet path 15, a fuel injection nozzle seat 16, a pipe joint 17, and a connecting nut 18. The outer end of the pipe joint 17 is an inlet. Oil port. The fuel pump assembly includes a strike pin 23, an upper body of the oil pump 24, a plunger spring cover 25, a plunger spring 26, an oil pump body 27, a return spring of the oil delivery valve 28, an intermediate block 29, a lower seat 30, a flat joint 31, and a crank arm. 32. Tappet 33, plunger 34, oil pump oil inlet line 35, plunger chamber 36, oil outlet valve 37, oil outlet valve chamber 38, oil outlet valve return spring seat 39, oil outlet valve oil outlet line 40, oil pump outlet Oil line 41, oil outlet bolt 42, oil quantity adjustment lever and eccentric shaft; impact pin 23 is fixedly installed on cylinder hammer 9. The two-position three-way solenoid valve 21 has a universal structure. The oil outlet of the fuel pump assembly leads to the pressure port P of the three-position solenoid valve 21 through the solenoid valve inlet pipe 22. The oil outlet is located on the flat joint 31; the working oil port of the three-position solenoid valve 21 passes through The solenoid valve oil outlet pipe 19 leads to the oil inlet of the fuel injection nozzle assembly, and the oil return port T of the two-position three-way solenoid valve 21 is connected to the oil tank through the solenoid valve oil return pipe 20; the oil tank is located on the piston seat of the piston 5. The electronic control unit 11 is electrically connected to the two-position three-way solenoid valve 21 .

The fuel injection nozzle 13, fuel injection nozzle seat 16, pipe joint 17, connecting nut 18 and solenoid valve oil outlet pipe 19 of the fuel injection nozzle assembly are installed from top to bottom. There is a spray hole 12 on the top of the fuel injection nozzle 13, and the fuel injection nozzle seat 16 is connected to the pipe joint 17 through threads, the connecting nut 18 and the injector seat 16 are tightened through threads, and the pipe joint 17 is pressed on the injector seat 16; there is a fuel injector inside the injector seat 16 for oil inlet The upper end of the path 15 is connected to the injection hole 12 through the internal injection path 14 of the fuel injection nozzle 13, and the lower end is connected to the solenoid valve oil outlet pipe 19 through the pipe joint 17.

The impact pin 23 of the fuel pump assembly is installed on the cylinder hammer 9 through threads, the crank arm 32 is installed on the piston 5 through the eccentric shaft, and the oil volume adjustment lever is installed on the eccentric shaft. The oil volume adjustment lever can drive the eccentric shaft to rotate around the large cylinder. The axis of the shaft rotates, and the crank arm 32 rotates around the axis of the small eccentric shaft; the upper body of the oil pump 24, the plunger spring cover 25, the oil pump body 27, the middle block 29, the lower seat 30, the flat joint 31 and the oil outlet bolt 42 automatically Installed from top to bottom, the oil outlet bolt 42 is threadedly connected to the lower seat 30 and the flat joint 31. The two-position three-way solenoid valve 21 and the flat joint 31 are connected through the solenoid valve oil inlet pipe 22; inside the oil pump, the tappet 33, column The plug 34, plunger spring 26, oil delivery valve 37, oil delivery valve return spring 28, and oil delivery valve return spring seat 39 are installed from top to bottom. Under the action of the plunger spring 26, the plunger spring cover 25 drives the plunger 34. Press the tappet 33 tightly against the oil pump upper body 24. The upper end of the tappet 33 is close to the crank arm 32. The oil outlet valve 37 is pressed against the oil pump body 27 by the oil outlet valve return spring 28 to form a cone seal; the oil pump body There are oil pump oil inlets 35 on both sides of 27. The oil pump body 27, the lower end surface of the plunger 34 and the upper end surface of the oil outlet valve 37 form a plunger cavity 36. When the plunger 34 is pressed by the plunger spring 26, the plunger cavity 36 passes through The oil inlet path 35 of the oil pump is connected with the oil tank. An oil outlet chamber 38 is formed between the middle block 29, the lower section of the oil outlet valve 37 and the oil outlet valve return spring seat 39. There is an oil outlet valve outlet inside the oil outlet valve return spring seat 39. The oil passage 40 is in constant communication with the oil outlet valve chamber 38. The oil pump lower seat 30 is connected to the solenoid valve oil inlet pipe 22 through an oil outlet bolt 42 and a flat joint 31. An oil pump oil outlet path 41 is opened inside the oil outlet bolt 42 and is in constant communication with the solenoid valve oil inlet pipe 22 through the flat joint 31.

The one-in-two-out two-position three-way solenoid valve 21 is connected to three oil pipes: the solenoid valve oil inlet pipe 22, the solenoid valve oil outlet pipe 19 and the solenoid valve return pipe 20, and has two working positions: injection state and oil return state. Diesel flows in from the solenoid valve inlet pipe 22. When the two-position three-way solenoid valve 21 is in the injection state, the solenoid valve inlet pipe 22 is connected to the solenoid valve outlet pipe 19; when the two-position three-way solenoid valve 21 is in the oil return state, the solenoid valve The valve oil inlet pipe 22 is connected with the solenoid valve oil return pipe 20 .

The specific working process of this utility model electronically controlled diesel pile driver is as follows:

Before starting the pile driver, the landing gear 2 is lowered along the guide rod, and the hook below the landing gear 2 hooks the cylinder hammer 9. Then the winch lifts the landing gear 2 and the cylinder hammer 9 through the landing gear lifting pulley 8 to complete the starting of the pile driver. preparation work. When the pile driver starts, external force triggers the decoupling lever on the landing gear 2, causing the hook of the landing gear 2 to separate from the cylinder hammer 9. The cylinder hammer 9 falls freely along the guide rod 7 until the cylinder cover in the cylinder hammer 9 is inserted into the piston 5. The air in the cylinder is sealed by the piston ring, and the air temperature and pressure increase as the cylinder hammer 9 falls and compresses. The cylinder hammer 9 continues to fall, and the impact pin 23 collides with the crank arm 32. The crank arm 32 rotates at a certain angle while compressing the tappet 33 and the plunger 34 to supply oil. The high-pressure diesel is atomized through the nozzle hole 12 and then injected into the cylinder. At this time, the cylinder The internal temperature is already higher than the auto-ignition temperature of diesel. The diesel injected into the cylinder ignites and burns on its own. The combustion releases a large amount of heat. Therefore, the pressure and temperature of the gas in the cylinder increase sharply. The huge impact force causes the piston 5 to separate from the cylinder hammer 9. The piston 5 moves downward to send the pile down, and the cylinder hammer 9 decelerates upward along the guide rod 7 under the action of its own gravity and friction. After reaching the highest displacement, it falls freely again and starts the next working cycle. When the pile driver needs to stop working, it only needs to stop the fuel injection. The gas pressure in the cylinder will only rise under the compression of the cylinder hammer 9. Therefore, the rising height of the cylinder hammer 9 after it is detached from the piston 5 will be greatly reduced, and as the air in the cylinder Due to the energy loss such as leakage and friction of the piston ring, the height of the cylinder hammer 9 will be lower and lower in each cycle, and finally it will stop on the piston 5.

The utility model's electronically controlled diesel pile driver can control the on and off of the two-position three-way solenoid valve 21 through the position sensor one 3, the position sensor two 4 and the electronic control unit 11, thereby achieving precise control of the circulating fuel injection amount and fuel injection timing. Flexible control. The specific working principle of the fuel system is as follows:

Before the pile driver starts, the initial position of the two-position three-way solenoid valve 21 is in the oil return state, and the solenoid valve inlet pipe 22 is connected with the solenoid valve return pipe 20; the plunger spring 26 presses the plunger 34 against the plunger through the plunger spring cover 25. At this time, the plunger chamber 36 opens, and the diesel in the tank flows into the plunger chamber 36 through the oil pump inlet passage 35. The hydraulic pressure of the unpressurized diesel in the plunger chamber 36 on the upper surface of the oil outlet valve 37 is less than the outlet pressure. Due to the upward spring force of the oil valve return spring 28, the oil delivery valve 37 is pressed against the oil pump body 27 to form a cone seal, causing the plunger chamber 36 to disconnect from the oil delivery valve chamber 38. After the pile driver is started, the cylinder hammer 9 falls freely. The piston 5 is sealed first. The position sensor a3 detects the displacement signal of the cylinder hammer 9. Then it continues to fall. The position sensor b4 detects the displacement signal of the impact pin 23. The position sensor b4 is installed on the cylinder hammer 9. The impact pin 23 collides with the crank arm 32, and then the crank arm 32 rotates around the axis of the small eccentric shaft, overcomes the upward spring force of the plunger spring 26, and presses down the tappet 33, the plunger 34 and the plunger spring cover. During the downward movement of the plunger 34, the connection between the oil inlet line 35 of the oil pump and the plunger chamber 36 is first disconnected to stop the oil inflow. Then the plunger 34 continues to move downward to compress the diesel in the plunger chamber 36. The pressure of the diesel in the plunger chamber 36 increases rapidly. rise until the hydraulic pressure on the upper surface of the oil delivery valve 37 is greater than the upward spring force of the oil delivery valve return spring 28. The oil delivery valve 37 opens under the action of hydraulic pressure, and the oil pump starts to supply oil. The high-pressure diesel in the plunger chamber 36 After passing through the oil outlet valve 37, it flows into the oil outlet valve cavity 38, and enters the solenoid valve oil inlet pipe 22 through the oil outlet valve oil outlet passage 40 and the oil pump oil outlet passage 41.

The electronic control unit 11 will determine the movement direction of the cylinder hammer 9 based on the sequence of the displacement signals received by the position sensor one 3 and the position sensor two 4. If the cylinder hammer 9 is in a downward state, the ECU 11 will detect the displacement of the cylinder hammer 9 with the position sensor one 3. The signal moment is used as the starting point of compression, and the position sensor 24 detects the displacement signal of the impact pin 23 as the moment when the plunger 34 starts to pressurize; if the cylinder hammer 9 is in the upward state, the signals detected by the position sensor 13 and the position sensor 24 are not used as Reference signal of the electronic control unit 11.

Under the maximum fuel injection quantity condition, the electronic control unit 11 sends an injection command signal when the plunger 34 starts to pressurize, causing the two-position three-way solenoid valve 21 to switch from the oil return state to the injection state. The valve oil return pipe 20 is disconnected and connected to the solenoid valve oil outlet pipe 19. The pressurized diesel enters the two-position three-way solenoid valve 21 from the solenoid valve inlet pipe 22, and leaves the two-position three-way solenoid valve 21 through the solenoid valve oil outlet pipe 19. It enters the nozzle, then flows into the fuel injector inlet passage 15, passes through the fuel injection passage 14, and is finally injected into the cylinder from the injection hole 12 for combustion. After the plunger 34 reaches the maximum stroke position, it no longer moves downward to compress the diesel and pressurize it. Since the pressurized diesel continues to spray out from the nozzle hole 12, the pressure in the plunger chamber 36 decreases rapidly, and the hydraulic pressure acting on the upper surface of the oil delivery valve 37 The force decreases, and the oil delivery valve 37 is reset under the force of the upward oil delivery valve return spring 28, forming a conical seal with the bottom surface of the oil pump body 27. The plunger chamber 36 is disconnected from the oil delivery valve chamber 38, and the oil pump stops supplying oil. After the oil pump stops supplying oil, the electronic control unit 11 sends an oil return command signal to switch the two-position three-way solenoid valve 21 from the injection state to the oil return state. The solenoid valve oil inlet pipe 22 is disconnected from the solenoid valve oil outlet pipe 19 and connected with the solenoid valve. The valve return pipe 20 is connected and ready for the next injection. The impact force generated by the combustion in the cylinder causes the cylinder hammer 9 to move upward, the impact pin 23 is disengaged from the crank arm 32, the plunger spring cover 25, the plunger 34 and the tappet 33 are reset upward under the force of the plunger spring 26, and the plunger 34. Re-open the oil pump oil inlet line 35, the diesel pressure in the plunger chamber 36 is further reduced, and the diesel in the tank enters the plunger chamber 36 through the oil pump oil inlet line 35, completing the oil absorption, and a complete working cycle of the pile driver ends. Since the control signal delay, hydraulic response time, solenoid valve response time and other delays are extremely short, they are not considered in the description of the working process principle under the maximum fuel injection volume condition, and can be solved through calibration in actual engineering applications.

The time when the electronic control unit 11 sends the injection command signal is defined as the injection control start time, and the time interval between sending the injection command signal and sending the oil return command signal is defined as the injection control pulse width.

Under partial fuel quantity conditions, the electronic control unit 11 can delay the injection by adjusting the injection control start time. Taking the compression starting point signal detected by the position sensor 3 as a reference, the high-pressure diesel can be optimized at the optimal time during the cylinder compression process through theoretical calculation. injection, optimizing combustion in the cylinder and increasing the maximum explosion pressure; the electronic control unit 11 can also change the fuel injection duration by adjusting the injection control pulse width, so that the two-position three-way solenoid valve 21 switches back to the return state before the oil pump stops supplying fuel. oil state. Under this working condition, the solenoid valve oil inlet pipe 22 and the solenoid valve oil outlet pipe 19 are disconnected before the oil pump stops supplying oil. Therefore, not all the oil supply of one cycle of the oil pump is injected into the cylinder, and the solenoid valve oil inlet pipe 22 When connected to the solenoid valve oil return pipe 20, the oil pump is still supplying oil, so this excess diesel fuel flows back to the fuel tank through the solenoid valve oil return pipe 20. Through calibration, the cyclic fuel injection amount corresponding to different injection control start times and injection control pulse widths can be obtained, and a MAP diagram of injection control start time-injection control pulse width-cyclic fuel injection amount can be drawn. The electronic control unit 11 can be based on the calibrated The MAP map accurately controls the cycle fuel injection amount.

The crank arm 32 and the oil volume adjustment lever are both installed on the eccentric shaft. When adjusting the fuel injection volume of a traditional guide-rod diesel pile driver, it is necessary to manually adjust the oil volume adjustment lever so that it drives the eccentric shaft to rotate at a certain angle around the axis of the large shaft. , at the same time, the axis position of the small shaft of the eccentric shaft is offset, changing the positional relationship between the impact pin 23 and the crank arm 32 when contacting, thereby adjusting the displacement of the tappet 33, the plunger 34 and the plunger spring cover 25 during the impact process. The compression amount of the diesel in the plunger chamber 36 is changed, which plays a role in adjusting the boost pressure of the oil pump and the oil supply amount, thereby realizing the adjustment of the fuel injection amount. It can be seen from the above working principle that the difference between the electronically controlled diesel pile driver of the present utility model and the traditional guide rod diesel pile driver is that: during the operation of the electronically controlled pile driver of the present utility model, the oil volume adjustment lever is fixed at the maximum oil supply position. quantity position, the control of injection relies on the electronic control unit 11 to adjust the injection control start time and injection control pulse width, which not only can flexibly change the injection timing, but also injects high-pressure diesel into the cylinder at the optimal time, improving combustion and reducing pollutants. Emissions make the pile driver work cleaner, increase the maximum burst pressure, and the impact of combustion is stronger, improve pile driving efficiency, reduce fuel consumption, and make up for the shortcomings of traditional guide rod diesel pile driver injection timing that cannot be flexibly adjusted; it can also Change the injection control pulse width according to the MAP map, accurately control the cyclic fuel injection amount, and adapt to different working conditions. It no longer requires manpower to pull the oil amount adjustment lever. It relies on engineering experience to control the oil amount, reduces human resource costs, and achieves more accurate Intelligent control.

The above embodiment illustrates a preferred embodiment of the present utility model, but the present utility model is not limited thereto. Without violating the basic principles of the present utility model, some changes can also be made, such as: electronically controlled fuel system In addition to the two-position three-way solenoid valve, the actuator can also be two switch solenoid valves, which are installed on the solenoid valve oil outlet pipe and the solenoid valve oil return pipe. Therefore, as long as the actuator uses a solenoid valve to switch the injection and oil return states of the fuel system, it falls within the protection scope of the present utility model.

Claims (7)

1. The utility model provides an automatically controlled formula diesel pile driver, includes two guide arms (7) that are parallel to each other, has top crossbeam (6) at the upper end of guide arm (7), and the lower extreme fixedly connected with piston (5) of guide arm (7), jar hammer (9) slide support on guide arm (7), its characterized in that: an electric control fuel system (10) and an electric control unit (11) are arranged on the piston (5), and a first position sensor (3) and a second position sensor (4) are arranged on the outer side of the piston (5); the electric control fuel system (10) comprises a fuel pump assembly, a fuel nozzle assembly and a two-position three-way electromagnetic valve (21), wherein an oil outlet of the fuel pump assembly is communicated with a pressure oil port P of the two-position three-way electromagnetic valve (21), a working oil port A of the two-position three-way electromagnetic valve (21) is communicated with an oil inlet of the fuel nozzle assembly, and an oil return port T of the two-position three-way electromagnetic valve (21) is connected with an oil tank; the electric control unit (11) is electrically connected with the two-position three-way electromagnetic valve (21).

2. An electronically controlled diesel pile driver according to claim 1, characterised in that: the first position sensor (3) and the second position sensor (4) are fixedly arranged on the sensor bracket (1), and the sensor bracket (1) is fixedly connected with the top cross beam (6) and/or the piston (5).

3. An electronically controlled diesel pile driver according to claim 1, characterised in that: the oil outlet of the fuel pump assembly is connected to a pressure oil port P of a two-position three-way electromagnetic valve (21) through an electromagnetic valve oil inlet pipe (22), a working oil port A of the two-position three-way electromagnetic valve (21) is connected to an oil inlet of the fuel spray nozzle assembly through an electromagnetic valve oil outlet pipe (19), and an oil return port T of the two-position three-way electromagnetic valve (21) is connected to an oil tank through an electromagnetic valve oil return pipe (20).

4. An electronically controlled diesel pile driver according to claim 1, 2 or 3, characterised in that: the piston (5) comprises a piston seat and a piston body which are connected into a whole, an oil tank is arranged on the piston seat, and a piston ring is sleeved on the cylindrical surface of the piston body.

5. The electronically controlled diesel pile driver according to claim 4, wherein: the first position sensor (3) and the uppermost piston ring of the piston body (5) are positioned on the same plane.

6. An electronically controlled diesel pile driver according to claim 1, 2 or 3, characterised in that: the fuel pump assembly comprises a plunger (34) movably supported on the oil pump body (27), and a tappet (33) movably supported on the oil pump upper body (24), one end of a crank arm (32) hinged on the piston (5) is contacted with the tappet (33), the other end of the crank arm (32) corresponds to an impact pin (23), and the impact pin (23) is fixedly arranged on the cylinder hammer (9).

7. The electronically controlled diesel pile driver according to claim 6, wherein: the second position sensor (4) is positioned on the same plane with the contact point of the impact pin (23) and the crank arm (32).