CN112761837A - Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system - Google Patents
Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system Download PDFInfo
- Publication number
- CN112761837A CN112761837A CN202110100018.9A CN202110100018A CN112761837A CN 112761837 A CN112761837 A CN 112761837A CN 202110100018 A CN202110100018 A CN 202110100018A CN 112761837 A CN112761837 A CN 112761837A
- Authority
- CN
- China
- Prior art keywords
- oil
- module
- stage
- cavity
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 114
- 238000002347 injection Methods 0.000 title claims abstract description 72
- 239000007924 injection Substances 0.000 title claims abstract description 72
- 230000007704 transition Effects 0.000 claims abstract description 53
- 238000006073 displacement reaction Methods 0.000 claims description 14
- 239000003921 oil Substances 0.000 abstract description 345
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 239000010724 circulating oil Substances 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 12
- 230000008569 process Effects 0.000 description 12
- 239000007921 spray Substances 0.000 description 12
- 230000009471 action Effects 0.000 description 10
- 239000000295 fuel oil Substances 0.000 description 10
- 238000004891 communication Methods 0.000 description 9
- 230000004044 response Effects 0.000 description 8
- 238000010586 diagram Methods 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
- F02M59/462—Delivery valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
- F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention aims to provide a modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system which comprises an electric control oil injector, an oil tank and a common-rail pipe, wherein the common-rail pipe is connected with the oil tank through a high-pressure oil pump, the common-rail pipe is connected with the electric control oil injector through a high-pressure oil pipe, and the electric control oil injector is connected with the oil tank through an oil return pipe; the electronic control oil injector comprises a pressure increasing control valve module, a pressure increasing module, a fastening module, a switching module, an oil injection control valve module, a transition module and a nozzle module; the fastening module is arranged above the nozzle module, the pressurizing module and the switching module are positioned in the fastening module, and the oil injection control valve module and the transition module are positioned in the nozzle module. The two pressurizing plungers of the pressurizing module are matched with the plunger sleeve to ensure that the lengths of the two plunger cavities are different, so that the system has the capability of realizing variable oil injection pressure, further the circulation of the oil injection rule can be changed, and meanwhile, the control precision of the circulating oil injection quantity can be improved, thereby achieving the beneficial effect of improving the overall efficiency of the diesel engine.
Description
Technical Field
The invention relates to a fuel system, in particular to a diesel engine fuel system.
Background
The diesel engine is widely applied to various fields with the advantages of high thermal efficiency, good economy, high reliability, wide power range and the like, and plays an important role in the development process of the modern society. The development of diesel engines has been perfected since the 21 st century and will remain the dominant position in the power field in the foreseeable future. However, while contributing to the economic development of the world, diesel engines also cause serious damage to the environment, and how to improve the working quality of diesel engines has become a major topic of relevant researchers in the industry.
The fuel oil system is the heart of the diesel engine, the performance level of the fuel oil system directly determines the whole machine operation capacity of the diesel engine, and the key for improving the working quality of the diesel engine lies in optimizing the structure of the fuel oil system. The high-pressure common rail system is the most advanced and potential fuel system, compared with the traditional mechanical fuel system, the high-pressure common rail system has the advantages of high injection pressure, flexible and adjustable key characteristic indexes such as fuel injection rule, fuel injection timing, circulating fuel injection quantity and the like, and is an effective way for improving the heat efficiency of the diesel engine and reducing the emission pollution. Although the common rail system has shown great performance advantages, there still exist some technical difficulties to be solved, such as poor control precision of small oil quantity, difficulty in realizing cyclic variable injection law, etc.
Disclosure of Invention
The invention aims to provide a modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system with variable oil injection rule circulation, dynamically adjustable oil injection pressure and high control precision of circulating oil injection quantity.
The purpose of the invention is realized as follows:
the invention relates to a modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system, which is characterized in that: the common rail pipe is connected with the oil tank through a high-pressure oil pump, the common rail pipe is connected with the electric control oil injector through a high-pressure oil pipe, and the electric control oil injector is connected with the oil tank through an oil return pipe;
the electronic control oil injector comprises a pressure increasing control valve module, a pressure increasing module, a fastening module, a switching module, an oil injection control valve module, a transition module and a nozzle module; the fastening module is arranged above the nozzle module, the pressurizing module and the switching module are positioned in the fastening module, and the oil injection control valve module and the transition module are positioned in the nozzle module.
The present invention may further comprise:
1. the pressurizing module comprises an upper pressurizing module shell and a lower pressurizing module shell, the upper pressurizing module shell is connected with the lower pressurizing module shell, a middle plunger and a first-stage pressurizing plunger are arranged in a space formed by the upper pressurizing module shell and the lower pressurizing module shell, second grade pressure boost plunger, the plunger bushing, the lower extreme of middle part plunger is located one-level pressure boost plunger, between the upper end of second grade pressure boost plunger, the plunger bushing overlaps in one-level pressure boost plunger, second grade pressure boost plunger is outside, be provided with main oil inlet on the last casing of pressure boost module, casing both sides then are provided with one-level fuel feeding mouth and second grade fuel feeding mouth under the pressure boost module, the plunger bushing forms the drive chamber with the middle part plunger, plunger bushing and middle part plunger, one-level pressure boost plunger forms one-level plunger chamber, plunger bushing and middle part plunger, second grade pressure boost plunger forms the second grade plunger chamber, the annular oil drainage chamber that lets out is formed to middle part plunger below, set up the draining mouth.
2. The fastening module is installed below the pressure-increasing control valve module and is provided with an oil inlet hole, a first-level oil supply pipe and a second-level oil supply pipe, the oil inlet hole is communicated with a main oil inlet, a driving cavity and an A port of the pressure-increasing control valve module, a P port of the pressure-increasing control valve module is connected with a common rail pipe, a T port of the pressure-increasing control valve module is connected with an oil tank, and the first-level oil supply pipe and the second-level oil supply pipe are respectively communicated with the first-level oil supply port and the second-.
3. The switching module sets up oil return metering orifice, one-level switching pipe, first low pressure oil interface, second grade switching pipe and second low pressure oil interface, and first low pressure oil interface keeps often communicating with the draining port, and one-level switching pipe and second grade switching pipe keep communicating with one-level oil supply pipe and second grade oil supply pipe respectively, and oil return metering orifice keeps often communicating with second low pressure oil interface.
4. The oil injection control valve module comprises a valve body, a valve core is installed in the valve body, a first-stage spring seat and a second-stage spring seat are installed in the valve body, a left spring cavity and a right spring cavity are formed in the valve core respectively, a first-stage solenoid valve reset spring is installed in the left spring cavity and connected with the first-stage spring seat, a second-stage solenoid valve reset spring is installed in the right spring cavity and connected with the second-stage spring seat, a first-stage solenoid valve coil is installed outside the first-stage solenoid valve reset spring, a second-stage solenoid valve coil is installed outside the second-stage solenoid valve reset spring, an upper oil return hole, a lower oil return hole, a first-stage upper oil inlet cavity, a first-stage lower oil inlet cavity, a second-stage upper oil inlet cavity and a second-stage lower oil inlet cavity are formed in the valve core respectively, a left oil return groove, a right oil return groove, a first-stage oil hole, a first- The upper oil return hole is communicated with the oil return metering hole, the second-stage upper oil inlet hole is communicated with the second-stage upper oil inlet cavity and the left spring cavity, the first-stage upper oil inlet hole is communicated with the first-stage upper oil inlet cavity and the right spring cavity, one end of the second-stage lower oil inlet hole is communicated with the left spring cavity, the other end of the second-stage lower oil inlet hole is sealed by the valve body, one end of the first-stage lower oil inlet hole is communicated with the right spring cavity, and the other end of the first-stage lower oil.
5. The transition module sets up the transition oil groove, one-level transition pipe, the oil return orifice, the annular oil groove, second grade transition pipe, the oil feed orifice, the annular oil groove sets up at the first half of transition module, with the oil feed chamber under second grade and the oil feed chamber keep often the intercommunication under one-level, the oil return orifice communicates with oil return hole often down, the transition oil groove sets up in the latter half of transition module, the latter half middle part of transition module sets up the circular slot, oil feed orifice right-hand member keeps often the intercommunication with the circular slot, and its diameter is less than oil return orifice diameter.
6. The nozzle module comprises a needle valve, a needle valve sleeve, the needle valve is installed in the needle valve sleeve, an oil containing groove is formed between the needle valve and the needle valve sleeve, a control cavity is formed after the needle valve is assembled with a circular groove of a transition module, a needle valve reset spring is sleeved outside the needle valve, the two ends of the needle valve reset spring are respectively connected with the needle valve and the transition module, oil conveying pipes are arranged on two sides of the needle valve sleeve, one end of each oil conveying pipe is normally communicated with the oil containing groove, the other end of each oil conveying pipe is normally communicated with the transition oil groove, a high-pressure oil interface is arranged on the needle valve sleeve, and an oil inlet throttling hole.
7. The diameter and the length of the second-stage pressurizing plunger piston are larger than those of the first-stage plunger piston, the length of the first-stage plunger piston cavity is longer than that of the second-stage plunger piston cavity, and the volume of the second-stage plunger piston cavity is larger than that of the first-stage plunger piston cavity.
8. The diameters of the secondary upper oil inlet cavity and the primary upper oil inlet cavity are larger than those of the secondary lower oil inlet cavity and the primary lower oil inlet cavity, and the sizes of the upper oil return hole and the lower oil return hole are the same; the size of the left spring cavity is smaller than that of the right spring cavity, the left spring cavity and the right spring cavity are not communicated with each other, and the pre-tightening force of the first-stage solenoid valve return spring and the pre-tightening force of the second-stage solenoid valve return spring are the same; when the valve core and the valve body generate relative displacement, the left spring cavity can be communicated with the second-stage lower oil inlet cavity through the second-stage lower oil inlet hole, and the right spring cavity can be communicated with the first-stage lower oil inlet cavity through the first-stage lower oil inlet hole; when the valve core and the valve body generate relative displacement, the lower oil return hole and the upper oil return hole can be respectively communicated with the left oil return groove and the right oil return groove.
9. The diameters of the secondary upper oil inlet cavity and the primary upper oil inlet cavity are larger than those of the secondary lower oil inlet cavity and the primary lower oil inlet cavity, and the sizes of the upper oil return hole and the lower oil return hole are the same; the size of the left spring cavity is smaller than that of the right spring cavity, the left spring cavity and the right spring cavity are not communicated with each other, and the pre-tightening force of the first-stage solenoid valve return spring and the pre-tightening force of the second-stage solenoid valve return spring are the same; when the valve core and the valve body generate relative displacement, the left spring cavity can be communicated with the second-stage lower oil inlet cavity through the second-stage lower oil inlet hole, and the right spring cavity can be communicated with the first-stage lower oil inlet cavity through the first-stage lower oil inlet hole; when the valve core and the valve body generate relative displacement, the lower oil return hole and the upper oil return hole can be respectively communicated with the left oil return groove and the right oil return groove.
The invention has the advantages that: the modularized design of the modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common rail fuel system enables the system to have stronger universality and to be easy to disassemble and assemble; two pressure boost plungers in the pressure boost module and plunger bushing cooperation installation make two plunger chamber length different, this makes the system possess the changeable ability of realization injection pressure, and then can realize that the circulation of oil spout rule is variable, can improve the control accuracy of circulation fuel injection quantity simultaneously to reach the beneficial effect that improves diesel engine complete machine efficiency.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of an electronically controlled fuel injector;
FIG. 3 is a schematic view of a boost module;
FIG. 4 is a schematic view of a fastening module;
FIG. 5 is a schematic view of a patching module;
FIG. 6 is a schematic diagram of an oil injection control valve module;
FIG. 7 is a schematic view of a transition module;
FIG. 8 is a schematic view of a nozzle module;
FIG. 9 is a schematic diagram of the regular pattern of injection that can be achieved by the present invention.
Detailed Description
The invention will now be described in more detail by way of example with reference to the accompanying drawings in which:
with reference to fig. 1-9, the modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system comprises an oil tank 1, a filter 2, a high-pressure oil pump 3, a common-rail pipe 4, a high-pressure oil pipe 5 and an electric control oil injector 6. The common rail pipe 4 is connected with an electric control fuel injector 6 through a high-pressure fuel pipe 5, a plurality of fuel injectors can be connected to the common rail pipe 4, and the specific number depends on the number of cylinders of the internal combustion engine.
The electronic control fuel injector 6 is composed of a pressure increasing control valve module 7, a pressure increasing module 8, a fastening module 9, a switching module 10, a fuel injection control valve module 11, a transition module 12 and a nozzle module 13, wherein the pressure increasing control valve module 7 is installed at the uppermost end and assembled with the fastening module 9. The pressurizing module 8, the adapter module 10 and the fuel injection control valve module 11 are mounted in the fastening module 9 from top to bottom, and the needle valve 69, the needle valve return spring 66 and the transition block are mounted in the nozzle module 13. The nozzle block 13 is screwed to the fastening block 9.
The pressure increasing control valve module 7 is installed at the uppermost end of the electric control fuel injector 6, is essentially a two-position three-way valve, does not have special requirements on the structure, and needs to meet the flow requirement of system operation. The port A is communicated with the electric control oil injector 6, and the port P and the port T are respectively communicated with the common rail pipe 4 and the oil tank 1. According to the electrification condition of the pressure increasing control valve module 7, the port A can be respectively communicated with the port P and the port T.
The pressurizing module 8 is installed at the uppermost end in the fastening module 9 and consists of an oil drainage port 14, a primary pressurizing plunger 15, a primary oil supply port 16, a pressurizing module lower shell 17, a primary plunger cavity 18, a positioning pin 19, a main oil inlet 20, a pressurizing module upper shell 21, a driving cavity 22, a plunger sleeve 23, a secondary plunger cavity 24, a secondary oil supply port 25, a secondary pressurizing plunger 26 and an annular oil drainage cavity 27. The center of the upper shell 21 of the pressurizing module is provided with a main oil inlet 20, and both sides of the lower shell 17 of the pressurizing module are provided with a primary oil supply port 16 and a secondary oil supply port 25 which are respectively communicated with the primary plunger cavity 18 and the secondary plunger cavity 24 when the plunger sleeve 23 moves to a certain displacement. The upper pressurizing module housing 21 and the lower pressurizing module housing 17 are connected together by two positioning pins 19, and the rest of the pressurizing module 8 is fitted in a space formed by the two. The upper end of the plunger sleeve 23 is provided with a groove to limit the displacement of the plunger sleeve, the plunger sleeve 23 is sleeved on the first-stage pressurizing plunger 15 and the second-stage pressurizing plunger 26 and is matched with the upper shell 21 of the pressurizing module to form a driving cavity 22, a first-stage plunger cavity 18 and a second-stage plunger cavity 24 are formed above the plungers, and an annular oil drainage cavity 27 is formed at the lower part of the pressurizing module 8. Because the secondary booster plunger 26 is larger in diameter and length than the primary plunger, the primary plunger cavity 18 is longer than the secondary plunger cavity 24, while ensuring that the volume of the secondary plunger cavity 24 is greater than the volume of the primary plunger cavity 18.
The fastening module 9 is installed below the boost control valve module 7, and has a hollow structure to install the components such as the boost module 8 therein. The fastening module 9 mainly comprises an oil inlet hole 29, a primary oil supply pipe 28, a secondary oil supply pipe 30 and the like, wherein the oil inlet hole 29 is arranged in the center above the fastening module 9 and is constantly communicated with the port A of the pressure increasing control valve module 7 and the driving cavity 22. The primary oil feed pipe 28 and the secondary oil feed pipe 30 are in constant communication with the primary oil feed port 16 and the secondary oil feed port 25, respectively.
The switching module 10 is installed inside the fastening module 9, and below the pressurizing module 8, the structure mainly includes an oil return hole 31, a first-stage switching pipe 32, a low-pressure oil interface a33, a second-stage switching pipe 34, a low-pressure oil interface B35 and the like, wherein the low-pressure oil interface a33 is normally communicated with the oil drain port 14, and the first-stage switching pipe 32 and the second-stage switching pipe 34 are respectively arranged on two sides of the switching module 10 and are respectively communicated with a first-stage oil supply pipe 28 and a second-stage oil supply pipe 30. The oil return hole 31 is disposed at the center of the adaptor module 10, and is in constant communication with the low-pressure oil port B35.
The oil injection control valve module 11 is installed below the adapter module 10, and is composed of a valve core 36, a second-stage spring seat 37, a second-stage solenoid valve return spring 38, a second-stage solenoid valve coil 39, a valve body 40, a first-stage upper oil inlet hole 41, a first-stage upper oil inlet cavity 42, a right oil return groove 43, an upper oil return hole 44, a left oil return groove 45, a second-stage upper oil inlet cavity 46, a second-stage upper oil inlet hole 47, a first-stage solenoid valve coil 48, a first-stage solenoid valve return spring 49, a first-stage spring seat 50, a left spring cavity 51, a second-stage lower oil inlet hole 52, a second-stage lower oil inlet cavity 53, a lower oil. The valve body 40 is a hollow structure, and a secondary upper oil inlet cavity 46, an upper oil return hole 44, a primary upper oil inlet cavity 42, a secondary lower oil inlet cavity 53, a lower oil return hole 54 and a primary lower oil inlet cavity 56 are respectively arranged above and below the valve body. The diameters of the secondary upper oil inlet cavity 46 and the primary upper oil inlet cavity 42 are larger than the diameters of the secondary lower oil inlet cavity 53 and the primary lower oil inlet cavity 56, and the sizes of the upper oil return hole 54 and the lower oil return hole 54 are the same. The secondary upper oil inlet chamber 46 and the primary upper oil inlet chamber 42 are respectively in constant communication with the secondary adapter pipe 34 and the primary adapter pipe 32 in the adapter module 10, and the upper oil return hole 44 is in constant communication with the oil return hole 31. The primary solenoid valve coil 48 and the secondary solenoid valve coil 39 are respectively arranged on the left side and the right side of the valve body 40, the valve core 36 is installed between the two solenoid valve coils, the distance between the valve core 36 and the two solenoid valve coils is consistent, and the specific position of the valve core is limited by the primary solenoid valve return spring 49 and the secondary solenoid valve return spring 38. The left end and the right end of the valve core 36 are respectively provided with a left spring cavity 51 and a right spring cavity 55, the size of the left spring cavity 51 is smaller than that of the right spring cavity 55, and the left spring cavity and the right spring cavity are not communicated with each other. One end of a primary electromagnetic valve return spring 49 is fixed on the primary spring seat 50, and the other end is arranged in a left spring cavity 51; one end of a secondary solenoid valve return spring 38 is fixed to the secondary spring seat 37, and the other end is mounted in the right spring chamber 55. The two return springs can have no pretightening force, and if the pretightening force exists, the pretightening force of the two return springs is ensured to be the same. A second-stage upper oil inlet hole 47 and a first-stage upper oil inlet hole 41 are formed in the upper portion of the valve core 36, the second-stage upper oil inlet hole 47 is communicated with a second-stage upper oil inlet cavity 46 and a left spring cavity 51 constantly no matter where the valve core 36 moves, and the first-stage upper oil inlet hole 41 is communicated with a first-stage upper oil inlet cavity 42 and a right spring cavity 55 constantly. A secondary lower oil inlet hole 52 and a primary lower oil inlet hole 57 are formed below the valve core 36, one end of the secondary lower oil inlet hole 52 is constantly communicated with the left spring cavity 51, and the other end of the secondary lower oil inlet hole is sealed by the valve body 40; one end of the primary lower oil inlet hole 57 is constantly communicated with the right spring chamber 55, and the other end is also sealed by the valve body 40. When the valve core 36 and the valve body 40 are relatively displaced, the left spring chamber 51 may communicate with the secondary lower oil supply chamber 53 through the secondary lower oil supply hole 52, and the right spring chamber 55 may communicate with the primary lower oil supply chamber 56 through the primary lower oil supply hole 57. Two annular grooves are formed in the middle of the valve core 36, namely a left oil return groove 45 and a right oil return groove 43 which are sealed by the valve body 40. When the valve core 36 and the valve body 40 generate relative displacement, the lower oil return hole 54 and the upper oil return hole 44 can respectively communicate with the left oil return groove 45 and the right oil return groove 43 according to the actual relative displacement.
The transition module 12 is installed below the oil injection control valve module 11, and mainly includes a transition oil groove 58, a primary transition pipe 59, a return orifice 60, an annular oil groove 61, a secondary transition pipe 62, an oil inlet orifice 63, and the like. An annular oil groove 61 is provided in the upper half of the transition module 12 in constant communication with the secondary lower oil inlet chamber 53 and the primary lower oil inlet chamber 56. The transition module 12 is provided with a return orifice 60 centrally located in the upper half thereof, which is in constant communication with the lower return port 54. The lower half of the transition module 12 is provided with a transition oil groove 58, and the center is provided with a circular groove. The transition module 12 is also provided with an oil inlet orifice 63, which is in constant communication with the circular groove at the right end of the other cross section and has a diameter smaller than that of the return orifice 60.
The nozzle module 13 is installed at the lowest part of the electric control fuel injector 6 and consists of a spray hole 64, a fuel delivery pipe 65, a needle valve return spring 66, a control cavity 67, a high-pressure fuel interface 68, a needle valve 69 and a fuel containing groove 70. The transition module 12, the needle valve 69 and the needle valve return spring 66 are installed inside the transition module, the needle valve 69 and a circular groove arranged in the center of the lower half portion of the transition module 12 are assembled to form a control cavity 67, and meanwhile the transition module 12 also plays a role of a spring seat for the needle valve return spring 66. Two oil delivery pipes 65 are arranged on two sides of the nozzle module 13, one end of each oil delivery pipe 65 is constantly communicated with the oil containing groove 70, and the other end of each oil delivery pipe 65 is constantly communicated with the transition oil groove 58. A high-pressure oil connection 68 is also provided on the nozzle block 13, which is in the same plane as the oil inlet orifice 63 on the transition block 12 and is constantly connected to the high-pressure oil line 5.
The working process of the modularized supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system comprises the following steps of:
the low-pressure fuel in the oil tank 1 enters the high-pressure oil pump 3 after being filtered by the filter 2, then enters the common rail pipe 4 after being pressurized by the high-pressure oil pump 3, and the high-pressure fuel in the common rail pipe 4 is then distributed to each electronic control fuel injector 6 through the high-pressure fuel pipe 5. Part of the high-pressure fuel distributed to the electronic control fuel injector 6 enters the pressure increasing control valve module 7 to be communicated with the port P, and the other part of the high-pressure fuel enters a control cavity 67 through a high-pressure oil interface 68 and a fuel inlet throttling hole 63 on the nozzle module 13.
When the pressure increasing control valve module 7 is not electrified, the port A of the pressure increasing control valve module 7 is communicated with the port T, low-pressure fuel in the oil tank 1 sequentially passes through the oil inlet hole 29 and the main oil inlet 20 to enter a groove arranged above the plunger sleeve 23, the plunger sleeve 23 is pushed to generate small displacement, and the low-pressure fuel enters the driving cavity 22 and the primary plunger cavity 18 and the secondary plunger cavity 24. When the pressure increasing control valve module 7 is electrified, the port A is communicated with the port P and is not communicated with the port T, at the moment, high-pressure fuel in the common rail pipe 4 can rapidly enter the driving cavity 22 through the oil inlet hole 29 and the main oil inlet 20, and because the stress area of the plunger sleeve 23 is larger than the sum of the stress areas of the primary plunger cavity 18 and the secondary plunger cavity 24, the plunger sleeve 23 is determined to move downwards under the driving of high-pressure oil, and the fuel leaked by the downward movement of the plunger sleeve 23 can flow into the oil tank 1 through the annular oil leakage cavity 27 and the low-pressure oil port A33. As the plunger sleeve 23 moves downward, the primary plunger cavity 18 and the secondary plunger cavity 24 are gradually sealed by the pressurizing module lower housing 17, and the fuel pressure in the primary plunger cavity 18 and the secondary plunger cavity 24 is increased. Since the radial direction of the plunger sleeve 23 is limited by the lower pressurizing module housing 17, the plunger sleeve 23 can only generate axial displacement, and the variation of the plunger cavity length is consistent for the primary plunger cavity 18 and the secondary plunger cavity 24, so that the pressure inside the plunger cavity depends on the length of the plunger cavity, and the longer the plunger cavity is, the weaker the variation of the pressure inside the plunger cavity is. Since the length of the secondary booster plunger 26 is greater than the length of the primary booster plunger 15, the fuel pressure in the secondary plunger cavity 24 is always higher than the fuel pressure in the primary plunger cavity 18. With the plunger sleeve 23 moving downwards continuously, the first-stage plunger cavity 18 and the second-stage plunger cavity 24 are communicated with the first-stage oil supply port 16 and the second-stage oil supply port 25 respectively, at the moment, ultrahigh-pressure fuel oil in the first-stage plunger enters the right spring cavity 55 through the first-stage oil supply port 16, the first-stage oil supply pipe 28, the first-stage adapter pipe 32, the first-stage upper oil inlet cavity 42 and the first-stage upper oil inlet hole 41 in sequence, and ultrahigh-pressure fuel oil in the second-stage plunger cavity 24 enters the right spring cavity 55 through the second-stage oil supply port 25, the second-stage oil supply pipe 30, the second-stage adapter pipe 34, the second. It can be seen that the fuel pressure in the left spring chamber 51 is higher than the fuel pressure in the right spring chamber 55. However, since the left spring chamber 51 is smaller than the right spring chamber 55, the fuel pressure does not significantly affect the force balance of the spool 36. At this time, since the primary lower oil inlet chamber 56 and the secondary lower oil inlet chamber 53 are sealed by the valve body 40, the pressurized ultrahigh pressure fuel cannot enter the nozzle module 13. When the fuel injection control valve module 11 is not energized, the pressurized ultrahigh-pressure fuel cannot enter the nozzle module 13 after entering the pressurized control valve module 7, so that the needle 69 is at a standstill at the initial position under the biasing force of the needle return spring 66. Once the diesel engine needs to inject oil, the energization condition of the oil injection control valve module 11 can be determined according to the actual operation condition of the diesel engine. Before the fuel injection control valve module 11 starts to be electrified, the left spring cavity 55 and the right spring cavity 55 are respectively filled with ultrahigh-pressure fuel after secondary pressurization and ultrahigh-pressure fuel after primary pressurization, and the size of the left spring cavity 51 is smaller than that of the right spring cavity 55, so that the hydraulic pressure applied to the valve core 36 is almost balanced at the moment. In addition, since the pre-tightening force (pre-tightening force may be zero) of the first-stage solenoid valve return spring 49 and the second-stage solenoid valve return spring 38 in the initial state is equal and opposite, the spring force applied to the valve core 36 is also balanced.
The modularized supercharged variable oil injection common rail fuel system can work under multiple modes.
When the diesel engine needs to operate at a working point with small oil amount, the primary electromagnetic valve coil 48 is electrified and generates electromagnetic force, and because the force borne by the valve core 36 is balanced except the electromagnetic force, the valve core 36 moves leftwards rapidly under the action of the electromagnetic force generated by the primary electromagnetic valve coil 48, so that the diesel engine has the characteristic of quick opening response. The leftward movement of the valve spool 36 causes the primary lower oil inlet hole 57 to communicate with the primary lower oil inlet chamber 56, and the lower oil return hole 54 to communicate with the right oil return groove 43. Because the size of the primary upper oil inlet chamber 42 is large, although the valve core 36 moves leftwards, the primary upper oil inlet chamber 42 is always communicated with the primary upper oil inlet hole 41, so that the ultrahigh-pressure fuel oil pressurized by the primary pressurizing plunger 15 sequentially enters the oil containing tank 70 through the primary oil supply port 16, the primary oil supply pipe 28, the primary adapter pipe 32, the primary upper oil inlet chamber 42, the primary upper oil inlet hole 41, the right spring chamber 55, the primary lower oil inlet hole 57, the primary lower oil inlet chamber 56, the annular oil groove 61, the primary transition pipe 59, the transition oil groove 58 and the oil delivery pipe 65. Meanwhile, after the lower oil return hole 54 is communicated with the right oil return groove 43, the high-pressure fuel in the control cavity 67 can flow back to the fuel tank 1 through the return orifice 60, the lower oil return hole 54, the right oil return groove 43, the upper oil return hole 44, the return oil amount hole 31 and the low-pressure oil interface B35, although the high-pressure fuel in the common rail pipe 4 can be continuously supplied into the control cavity 67 from the high-pressure oil interface 68 and the oil inlet orifice 63, the pressure in the control cavity 67 can gradually drop after the valve core 36 moves because the diameter of the oil inlet orifice 63 is smaller than that of the return orifice 60. When the resultant force of the fuel pressure in the control cavity 67 and the pretightening force of the needle valve return spring 66 is smaller than the acting force of the ultrahigh pressure fuel borne by the tail end of the needle valve 69, the needle valve 69 is lifted upwards under the action of the pressure difference between the upper end and the lower end, the spray hole 64 is opened, and the system starts to spray fuel. When the primary solenoid valve coil 48 of the oil injection control valve module 11 is powered off, the electromagnetic force disappears, at this time, both the primary solenoid valve return spring 49 and the secondary solenoid valve return spring 38 have elastic force, and the valve core 36 is quickly reset under the combined action of the two spring forces, so that the invention has the characteristic of quick closing response. After the valve core 36 is reset, the pressurized ultrahigh-pressure fuel cannot continuously flow into the nozzle module 13, the pressure of the control cavity 67 also rapidly rises due to the stopping of the pressure relief process and the continuous inflow of the high-pressure fuel in the common rail pipe 4, when the resultant force of the hydraulic pressure in the control cavity 67 and the elastic force of the needle valve reset spring 66 is greater than the hydraulic pressure applied to the tail end of the needle valve 69, the needle valve 69 starts to move downwards to close the spray hole 64, and the fuel injection process is ended. Then the pressure boost control valve module 7 is de-energized, port a is again communicated with port T, and the oil pressure in the drive chamber 22 drops rapidly. At this time, since the fuel in the secondary plunger cavity 24 is not ejected, during the resetting process of the plunger sleeve 23, the ultrahigh-pressure fuel in the secondary plunger cavity 24 plays a main role in pushing the plunger sleeve 23 to reset, so that the plunger sleeve 23 has the characteristic of quick response. When the plunger sleeve 23 moves to the position where the primary plunger chamber 18 and the secondary plunger chamber 24 communicate with the drive chamber 22, the fuel pressure in the two plunger chambers also drops rapidly, and the system returns to the initial state, until a working cycle is completed. Because the volume of the primary plunger cavity 18 is small and the pressure of the ultrahigh pressure fuel in the primary plunger cavity does not reach the maximum injection pressure which can be reached by the invention, the fuel injection rule of the system is shown as a dotted line (primary supercharging injection rule) in fig. 9 at the moment, and the precise control of the small fuel quantity is favorably realized.
When the diesel engine needs to operate at a full-load working point, the secondary electromagnetic valve coil 39 is electrified and generates electromagnetic force, and because the force borne by the valve core 36 is balanced except the electromagnetic force, the valve core 36 rapidly moves rightwards under the action of the electromagnetic force generated by the secondary electromagnetic valve coil 39, so that the diesel engine has the characteristic of quick opening response. Movement of the valve spool 36 to the right causes the secondary lower oil inlet port 52 to communicate with the secondary lower oil inlet chamber 53 and the lower oil return port 54 to communicate with the left oil return groove 45. Because the size of the second-stage upper oil inlet cavity 46 is large, although the valve core 36 moves rightwards, the second-stage upper oil inlet cavity 46 is always communicated with the second-stage upper oil inlet hole 47, so that ultrahigh-pressure fuel oil pressurized by the second-stage pressurizing plunger 26 sequentially enters the oil containing groove 70 through the second-stage oil supply port 25, the second-stage oil supply pipe 30, the second-stage adapter pipe 34, the second-stage upper oil inlet cavity 46, the second-stage upper oil inlet hole 47, the right spring cavity 55, the second-stage lower oil inlet hole 52, the second-stage lower oil inlet cavity 53, the annular oil groove 61, the second-stage transition pipe 62, the. Meanwhile, after the lower oil return hole 54 is communicated with the left oil return groove 45, the high-pressure fuel in the control cavity 67 can flow back to the oil tank 1 through the return throttle hole 60, the lower oil return hole 54, the left oil return groove 45, the upper oil return hole 44, the return oil amount hole 31 and the low-pressure oil interface B35, although the high-pressure fuel in the common rail pipe 4 can be continuously supplied into the control cavity 67 from the high-pressure oil interface 68 and the oil inlet throttle hole 63, the pressure in the control cavity 67 can gradually drop after the valve core 36 moves because the diameter of the oil inlet throttle hole 63 is smaller than that of the return throttle hole 60. When the resultant force of the fuel pressure in the control cavity 67 and the pretightening force of the needle valve return spring 66 is smaller than the acting force of the ultrahigh pressure fuel borne by the tail end of the needle valve 69, the needle valve 69 is lifted upwards under the action of the pressure difference between the upper end and the lower end, the spray hole 64 is opened, and the system starts to spray fuel. When the coil 39 of the secondary solenoid valve of the oil injection control valve module 11 is powered off, the electromagnetic force disappears, the return spring 49 of the primary solenoid valve and the return spring 38 of the secondary solenoid valve both have elastic force, and the valve core 36 is quickly reset under the combined action of the two spring forces, so that the invention has the characteristic of quick closing response. After the valve core 36 is reset, the pressurized ultrahigh-pressure fuel cannot continuously flow into the nozzle module 13, the pressure of the control cavity 67 also rapidly rises due to the stopping of the pressure relief process and the continuous inflow of the high-pressure fuel in the common rail pipe 4, when the resultant force of the hydraulic pressure in the control cavity 67 and the elastic force of the needle valve reset spring 66 is greater than the hydraulic pressure applied to the tail end of the needle valve 69, the needle valve 69 starts to move downwards to close the spray hole 64, and the fuel injection process is ended. Then the pressure boost control valve module 7 is de-energized, port a is again communicated with port T, and the oil pressure in the drive chamber 22 drops rapidly. At this time, since the fuel in the primary plunger cavity 18 is not injected, during the resetting process of the plunger sleeve 23, the ultrahigh-pressure fuel in the primary plunger cavity 18 plays a main role in pushing the plunger sleeve 23 to reset, so that the plunger sleeve 23 has the characteristic of quick response. When the plunger sleeve 23 moves to the position where the primary plunger chamber 18 and the secondary plunger chamber 24 communicate with the drive chamber 22, the fuel pressure in the two plunger chambers also drops rapidly, and the system returns to the initial state, until a working cycle is completed. Because the volume of the secondary plunger cavity 24 is large, and the pressure of the ultrahigh pressure fuel oil in the secondary plunger cavity is the maximum injection pressure which can be achieved by the invention, the system injection rule is shown as a chain line (secondary supercharging injection rule) in fig. 9 at the moment, and the fuel injection quantity requirement of the diesel engine under the full-load working condition can be ensured.
When the diesel engine runs at other typical operating points, it is crucial to realize an ideal form of injection law (boot injection). The primary solenoid coil 48 is first energized and generates an electromagnetic force and the spool 36 will move rapidly to the left under the influence of the electromagnetic force generated by the primary solenoid coil 48. The valve core 36 moves leftwards to enable the first-level lower oil inlet hole 57 to be communicated with the first-level lower oil inlet cavity 56, so that ultrahigh-pressure fuel oil pressurized by the first-level pressurizing plunger 15 sequentially enters the first-level oil supply port 16, the first-level oil supply pipe 28, the first-level adapter pipe 32, the first-level upper oil inlet cavity 42, the first-level upper oil inlet hole 41, the right spring cavity 55, the first-level lower oil inlet hole 57, the first-level lower oil inlet cavity 56, the annular oil groove 61, the first-level transition pipe 59, the transition oil groove 58 and the oil delivery pipe 65. Meanwhile, the communication between the lower oil return hole 54 and the right oil return groove 43 enables the high-pressure fuel in the control chamber 67 to flow back to the oil tank 1 through the return orifice 60, the lower oil return hole 54, the right oil return groove 43, the upper oil return hole 44, the return oil amount hole 31 and the low-pressure oil interface B35, which causes the pressure in the control chamber 67 to drop. When the resultant force of the fuel pressure in the control cavity 67 and the pretightening force of the needle valve return spring 66 is smaller than the acting force of the ultrahigh pressure fuel borne by the tail end of the needle valve 69, the needle valve 69 is lifted upwards under the action of the pressure difference between the upper end and the lower end, the spray hole 64 is opened, and the system starts to spray fuel. The primary solenoid coil 48 of the fuel injection control valve module 11 is then de-energized and the electromagnetic force disappears, at which time the spool 36 is rapidly reset under the combined action of the primary solenoid return spring 49 and the secondary solenoid return spring 38. Since the ultrahigh-pressure fuel in the delivery pipe 65 and the oil reservoir 70 still has a certain residual pressure at this time, the needle 69 is not seated. At this time, the secondary solenoid coil 39 is rapidly energized and generates electromagnetic force, and the spool 36 is rapidly moved rightward by the electromagnetic force generated by the secondary solenoid coil 39. Movement of the valve spool 36 to the right causes the secondary lower oil inlet port 52 to communicate with the secondary lower oil inlet chamber 53 and the lower oil return port 54 to communicate with the left oil return groove 45. The ultrahigh pressure fuel oil pressurized by the secondary pressurizing plunger 26 sequentially passes through the secondary oil supply port 25, the secondary oil supply pipe 30, the secondary adapter pipe 34, the secondary upper oil inlet cavity 46, the secondary upper oil inlet hole 47, the right spring cavity 55, the secondary lower oil inlet hole 52, the secondary lower oil inlet cavity 53, the annular oil groove 61, the secondary transition pipe 62, the transition oil groove 58 and the oil delivery pipe 65 and enters the oil containing groove 70. Meanwhile, the communication between the lower oil return hole 54 and the left oil return groove 45 enables the high-pressure fuel in the control chamber 67 to flow back to the oil tank 1 through the return orifice 60, the lower oil return hole 54, the left oil return groove 45, the upper oil return hole 44, the return oil amount hole 31 and the low-pressure oil interface B35, which causes the fuel pressure in the control to drop. When the resultant force of the fuel pressure in the control cavity 67 and the pretightening force of the needle valve return spring 66 is smaller than the acting force of the ultrahigh pressure fuel borne by the tail end of the needle valve 69, the needle valve 69 is lifted upwards under the action of the pressure difference between the upper end and the lower end, the spray hole 64 is opened, and the system starts to spray fuel. Since the injection pressure in this stage is higher than that in the previous stage, the peak value of the injection law in this stage is relatively high. Then, the secondary solenoid valve coil 39 of the fuel injection control valve module 11 is de-energized, the electromagnetic force disappears, and at this time, the primary solenoid valve return spring 49 and the secondary solenoid valve return spring 38 both have elastic force, and the valve core 36 is rapidly reset under the combined action of the two spring forces. After the valve core 36 is reset, the pressurized ultrahigh-pressure fuel cannot continuously flow into the nozzle module 13, the pressure of the control chamber 67 also rapidly rises due to the stop of the pressure relief process and the continuous inflow of the high-pressure fuel in the common rail pipe 4, when the resultant force of the hydraulic pressure in the control chamber 67 and the elastic force of the needle valve reset spring 66 is greater than the hydraulic pressure applied to the tail end of the needle valve 69, the needle valve 69 starts to move downwards to close the spray hole 64, and the oil injection process is ended, wherein the oil injection law at a typical working condition point is shown as a solid line (a boot-type injection law) in fig.. Then the pressure boost control valve module 7 is de-energized, port a is again communicated with port T, and the oil pressure in the drive chamber 22 drops rapidly. At this time, since the fuel in the primary plunger cavity 18 is not injected, during the resetting process of the plunger sleeve 23, the ultrahigh-pressure fuel in the primary plunger cavity 18 plays a main role in pushing the plunger sleeve 23 to reset, so that the plunger sleeve 23 has the characteristic of quick response. When the plunger sleeve 23 moves to the position where the primary plunger chamber 18 and the secondary plunger chamber 24 communicate with the drive chamber 22, the fuel pressure in the two plunger chambers also drops rapidly, and the system returns to the initial state, until a working cycle is completed.
It should be noted that the fuel injected in the present invention is from the plunger cavity, and the volume of the primary plunger cavity 18 and the secondary plunger cavity 24 is limited, so that no matter whether the pressure increasing control valve module 7 or the fuel injection control valve module 11 is in failure, the system will not have the condition of injecting fuel all the time, and therefore, the present invention has high reliability. In addition, as can be seen from the description of the operation process of the system, the high-pressure fuel in the control chamber 67 is from the common rail pipe 4, and the fuel in the oil containing groove 70 pushing the needle valve 69 to move upwards is the ultrahigh-pressure fuel pressurized by the pressurizing module 8, so the invention also has the characteristic of fast dynamic response of the needle valve 69. Finally, the invention can flexibly adjust the control strategies of the pressure increasing control valve module 7 and the oil injection control valve module 11 according to the actual operating condition of the diesel engine, and realize the circulation variable of the oil injection rule, thereby ensuring the efficient and stable operation of the diesel engine in the full operating condition range.
Claims (10)
1. The common rail fuel system of the ultrahigh pressure diesel engine of variable oil injection of modularization booster-type, characterized by: the common rail pipe is connected with the oil tank through a high-pressure oil pump, the common rail pipe is connected with the electric control oil injector through a high-pressure oil pipe, and the electric control oil injector is connected with the oil tank through an oil return pipe; the electronic control oil injector comprises a pressure increasing control valve module, a pressure increasing module, a fastening module, a switching module, an oil injection control valve module, a transition module and a nozzle module; the fastening module is arranged above the nozzle module, the pressurizing module and the switching module are positioned in the fastening module, and the oil injection control valve module and the transition module are positioned in the nozzle module.
2. The modular supercharged variable-injection ultrahigh-pressure diesel engine common-rail fuel system as claimed in claim 1, characterized in that: the pressurizing module comprises an upper pressurizing module shell and a lower pressurizing module shell, the upper pressurizing module shell is connected with the lower pressurizing module shell, a middle plunger, a first-stage pressurizing plunger and a second-stage pressurizing plunger are arranged in a space formed by the upper pressurizing module shell and the lower pressurizing module shell, plunger bushing, the lower extreme of middle part plunger is located one-level pressure boost plunger, between the upper end of second grade pressure boost plunger, plunger bushing overlaps in one-level pressure boost plunger, second grade pressure boost plunger is outside, be provided with main oil inlet on the pressure boost module casing, casing both sides then are provided with one-level oil feed mouth and second grade oil feed mouth under the pressure boost module, plunger bushing forms the drive chamber with the middle part plunger, plunger bushing and middle part plunger, one-level pressure boost plunger forms one-level plunger chamber, plunger bushing and middle part plunger, second grade pressure boost plunger forms second grade plunger chamber, the annular oil drainage pocket that lets out is formed to the middle part plunger below, set up the draining mouth under the pressure boost module of annular.
3. The modular supercharged variable-injection ultrahigh-pressure diesel engine common rail fuel system as claimed in claim 2, characterized in that: the fastening module is installed below the pressure-increasing control valve module and is provided with an oil inlet hole, a first-level oil supply pipe and a second-level oil supply pipe, the oil inlet hole is communicated with a main oil inlet, a driving cavity and an A port of the pressure-increasing control valve module, a P port of the pressure-increasing control valve module is connected with a common rail pipe, a T port of the pressure-increasing control valve module is connected with an oil tank, and the first-level oil supply pipe and the second-level oil supply pipe are respectively communicated with the first-level oil supply port and the second-.
4. The modular supercharged variable-injection ultrahigh-pressure diesel engine common rail fuel system as claimed in claim 3, characterized in that: the switching module sets up oil return metering orifice, one-level switching pipe, first low pressure oil interface, second grade switching pipe and second low pressure oil interface, and first low pressure oil interface keeps often communicating with the draining port, and one-level switching pipe and second grade switching pipe keep communicating with one-level oil supply pipe and second grade oil supply pipe respectively, and oil return metering orifice keeps often communicating with second low pressure oil interface.
5. The modular supercharged variable-injection ultrahigh-pressure diesel engine common-rail fuel system as claimed in claim 4, characterized in that: the oil injection control valve module comprises a valve body, a valve core, a first-stage spring seat and a second-stage spring seat are installed in the valve body, a left spring cavity and a right spring cavity are respectively arranged on the valve core, a first-stage electromagnetic valve reset spring is installed in the left spring cavity and connected with the first-stage spring seat, a second-stage electromagnetic valve reset spring is installed in the right spring cavity and connected with the second-stage spring seat, a first-stage electromagnetic valve coil is installed outside the first-stage electromagnetic valve reset spring, a second-stage electromagnetic valve coil is installed outside the second-stage electromagnetic valve reset spring, an upper oil return hole, a lower oil return hole, a first-stage upper oil inlet cavity, a first-stage lower oil inlet cavity, a second-stage upper oil inlet cavity and a second-stage lower oil inlet cavity are respectively arranged on the valve core, a left oil return groove, a right oil return groove, a first-stage oil hole, a first-stage lower oil inlet hole, a, go up the oil gallery then and return oil metering hole and keep often communicating, the last oilhole of second grade keeps often communicating with oil pocket, left spring chamber on the second grade, and the last oilhole of one-level keeps often communicating with oil pocket, right spring chamber on the one-level, and the one end of inlet port keeps often communicating with left spring chamber under the second grade, and the other end is sealed by the valve body, and the one end and the right spring chamber of inlet port keep often communicating under the one-level, and the other end is sealed by the valve body.
6. The modular supercharged variable-injection ultrahigh-pressure diesel engine common rail fuel system as claimed in claim 5, characterized in that: the transition module sets up the transition oil groove, one-level transition pipe, the oil return orifice, the annular oil groove, second grade transition pipe, the oil feed orifice, the annular oil groove sets up at the first half of transition module, with the oil feed chamber under second grade and the oil feed chamber keep often the intercommunication under one-level, the oil return orifice communicates with oil return hole often down, the transition oil groove sets up in the latter half of transition module, the latter half middle part of transition module sets up the circular slot, oil feed orifice right-hand member keeps often the intercommunication with the circular slot, and its diameter is less than oil return orifice diameter.
7. The modular supercharged variable-injection ultrahigh-pressure diesel engine common-rail fuel system as claimed in claim 6, characterized in that: the nozzle module comprises a needle valve, a needle valve sleeve, the needle valve is installed in the needle valve sleeve, an oil containing groove is formed between the needle valve and the needle valve sleeve, a control cavity is formed after the needle valve is assembled with a circular groove of a transition module, a needle valve reset spring is sleeved outside the needle valve, the two ends of the needle valve reset spring are respectively connected with the needle valve and the transition module, oil conveying pipes are arranged on two sides of the needle valve sleeve, one end of each oil conveying pipe is normally communicated with the oil containing groove, the other end of each oil conveying pipe is normally communicated with the transition oil groove, a high-pressure oil interface is arranged on the needle valve sleeve, and an oil inlet throttling hole.
8. The modular supercharged variable-injection ultrahigh-pressure diesel engine common rail fuel system as claimed in any one of claims 1 to 7, characterized in that: the diameter and the length of the second-stage pressurizing plunger piston are larger than those of the first-stage plunger piston, the length of the first-stage plunger piston cavity is longer than that of the second-stage plunger piston cavity, and the volume of the second-stage plunger piston cavity is larger than that of the first-stage plunger piston cavity.
9. The modular supercharged variable-injection ultrahigh-pressure diesel engine common rail fuel system as claimed in any one of claims 1 to 7, characterized in that: the diameters of the secondary upper oil inlet cavity and the primary upper oil inlet cavity are larger than those of the secondary lower oil inlet cavity and the primary lower oil inlet cavity, and the sizes of the upper oil return hole and the lower oil return hole are the same; the size of the left spring cavity is smaller than that of the right spring cavity, the left spring cavity and the right spring cavity are not communicated with each other, and the pre-tightening force of the first-stage solenoid valve return spring and the pre-tightening force of the second-stage solenoid valve return spring are the same; when the valve core and the valve body generate relative displacement, the left spring cavity can be communicated with the second-stage lower oil inlet cavity through the second-stage lower oil inlet hole, and the right spring cavity can be communicated with the first-stage lower oil inlet cavity through the first-stage lower oil inlet hole; when the valve core and the valve body generate relative displacement, the lower oil return hole and the upper oil return hole can be respectively communicated with the left oil return groove and the right oil return groove.
10. The modular supercharged variable-injection ultrahigh-pressure diesel engine common-rail fuel system of claim 8, which is characterized in that: the diameters of the secondary upper oil inlet cavity and the primary upper oil inlet cavity are larger than those of the secondary lower oil inlet cavity and the primary lower oil inlet cavity, and the sizes of the upper oil return hole and the lower oil return hole are the same; the size of the left spring cavity is smaller than that of the right spring cavity, the left spring cavity and the right spring cavity are not communicated with each other, and the pre-tightening force of the first-stage solenoid valve return spring and the pre-tightening force of the second-stage solenoid valve return spring are the same; when the valve core and the valve body generate relative displacement, the left spring cavity can be communicated with the second-stage lower oil inlet cavity through the second-stage lower oil inlet hole, and the right spring cavity can be communicated with the first-stage lower oil inlet cavity through the first-stage lower oil inlet hole; when the valve core and the valve body generate relative displacement, the lower oil return hole and the upper oil return hole can be respectively communicated with the left oil return groove and the right oil return groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110100018.9A CN112761837A (en) | 2021-01-25 | 2021-01-25 | Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110100018.9A CN112761837A (en) | 2021-01-25 | 2021-01-25 | Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112761837A true CN112761837A (en) | 2021-05-07 |
Family
ID=75707296
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110100018.9A Pending CN112761837A (en) | 2021-01-25 | 2021-01-25 | Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112761837A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102086826A (en) * | 2009-12-02 | 2011-06-08 | 罗伯特博世有限公司 | Electromagnetic valve for controlling fuel injector or for regulating pressure of high-pressure fuel accumulator |
| KR20140147100A (en) * | 2012-04-10 | 2014-12-29 | 로베르트 보쉬 게엠베하 | Injector of a modular common-rail fuel injection system with throughflow limiter |
| CN104564460A (en) * | 2014-12-29 | 2015-04-29 | 沪东重机有限公司 | Supercharged common rail fuel injection system of marine low-speed diesel engine |
| CN104632485A (en) * | 2014-12-29 | 2015-05-20 | 沪东重机有限公司 | Common-rail fuel oil jet system controlled by double electromagnetic valves and applied to low-speed diesel engine for ship |
| CN109184987A (en) * | 2018-07-26 | 2019-01-11 | 哈尔滨工程大学 | The variable pressure accumulation type heavy oil electric-controlled fuel injector of fuel injection characteristic |
| CN109209709A (en) * | 2018-07-26 | 2019-01-15 | 哈尔滨工程大学 | Electric control fuel oil jet system with fluid power compensating piston |
-
2021
- 2021-01-25 CN CN202110100018.9A patent/CN112761837A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102086826A (en) * | 2009-12-02 | 2011-06-08 | 罗伯特博世有限公司 | Electromagnetic valve for controlling fuel injector or for regulating pressure of high-pressure fuel accumulator |
| KR20140147100A (en) * | 2012-04-10 | 2014-12-29 | 로베르트 보쉬 게엠베하 | Injector of a modular common-rail fuel injection system with throughflow limiter |
| CN104564460A (en) * | 2014-12-29 | 2015-04-29 | 沪东重机有限公司 | Supercharged common rail fuel injection system of marine low-speed diesel engine |
| CN104632485A (en) * | 2014-12-29 | 2015-05-20 | 沪东重机有限公司 | Common-rail fuel oil jet system controlled by double electromagnetic valves and applied to low-speed diesel engine for ship |
| CN109184987A (en) * | 2018-07-26 | 2019-01-11 | 哈尔滨工程大学 | The variable pressure accumulation type heavy oil electric-controlled fuel injector of fuel injection characteristic |
| CN109209709A (en) * | 2018-07-26 | 2019-01-15 | 哈尔滨工程大学 | Electric control fuel oil jet system with fluid power compensating piston |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6439202B1 (en) | Hybrid electronically controlled unit injector fuel system | |
| US7305968B2 (en) | Injection system for an internal-combustion engine | |
| DE60027857T2 (en) | Electrically controlled diesel fuel injection system | |
| EP1612405B1 (en) | An injection system for an internal-combustion engine | |
| US8910882B2 (en) | Fuel injector having reduced armature cavity pressure | |
| US7574995B2 (en) | Fuel injection system | |
| US20080203347A1 (en) | Control valve for a gas direct injection fuel system | |
| US7506825B2 (en) | Fuel injector control system | |
| US5507260A (en) | Fuel management system for internal combustion engines | |
| US6675773B1 (en) | Method and apparatus for performing a fuel injection | |
| US3625192A (en) | Fuel injection nozzle with hydraulic valve-closing means | |
| EP1651863B1 (en) | Common rail fuel pump | |
| US7451741B1 (en) | High-pressure pump | |
| EP2044321B1 (en) | Fuel injection system | |
| CN113795665A (en) | Fuel system with fixed geometry flow control valve for limiting injector cross talk | |
| US20070200011A1 (en) | Fuel injector having nozzle member with annular groove | |
| CN115387943A (en) | Multi-injection-mode electric control oil injector suitable for high-power diesel engine | |
| US7415969B2 (en) | Fuel injector having recessed check top | |
| EP0107894A2 (en) | Method and apparatus for precisely controlled fuel injection in a diesel engine | |
| EP1389680B1 (en) | Hybrid fuel injection system | |
| EP1243787A2 (en) | Common rail fuel injection apparatus and control method thereof | |
| CN112761837A (en) | Modular supercharged variable-oil-injection ultrahigh-pressure diesel engine common-rail fuel system | |
| RU2302550C2 (en) | Fuel injection system (versions) | |
| CN106523228A (en) | Fuel-injection electronic unit pump for low-power diesel generator | |
| CN102392771A (en) | High-pressure common-rail diesel engine rail-pressure reinforcement principle and device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20210507 |
|
| WD01 | Invention patent application deemed withdrawn after publication |