CN218407651U - High-pressure injection device for pressurizing gas in cylinder of electric control diesel engine - Google Patents
High-pressure injection device for pressurizing gas in cylinder of electric control diesel engine Download PDFInfo
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- CN218407651U CN218407651U CN202222261315.4U CN202222261315U CN218407651U CN 218407651 U CN218407651 U CN 218407651U CN 202222261315 U CN202222261315 U CN 202222261315U CN 218407651 U CN218407651 U CN 218407651U
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- 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
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/107—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive pneumatic drive, e.g. crankcase pressure drive
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
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- 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
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- 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
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- 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
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- 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 utility model discloses a high-pressure injection apparatus of automatically controlled diesel engine cylinder internal combustion gas pressure boost. The device controls the gas quantity entering a booster cylinder through a gas compression device in an electric control diesel engine cylinder, and pushes a small-area plunger piston by using a large-area cylinder piston to change fuel from low pressure to high pressure. The device comprises an air cylinder air inlet and exhaust device, a control device and a control system, wherein the air cylinder air inlet and exhaust device is connected with an engine cylinder cover and is used for controlling the exhaust of the engine cylinder cover; the pneumatic supercharging device is connected with the air inlet and outlet device of the air cylinder and is used for supercharging the gas; the pressure accumulation chamber is connected with the pneumatic pressurization device and is used for storing the increased gas; the fuel injector is connected with the pressure accumulation chamber and used for injecting high-pressure fuel generated by the pneumatic supercharging device; and the electric control system is respectively connected with the air inlet and exhaust device of the air cylinder and the oil injector and is used for controlling the switch advance angle of the air inlet and exhaust device of the air cylinder and the injection angle of the oil injector. The utility model discloses saved the transmission shaft device, without cam drive fuel pump, reduced the mechanical energy loss, improved fuel efficiency, it is better to improve the performance simultaneously.
Description
Technical Field
The utility model relates to an engine fuel system field, especially a high-pressure injection apparatus of automatically controlled diesel engine cylinder internal combustion gas pressure boost.
Background
The fuel injection system is the heart of the diesel engine and is a product with the highest added value, the technology is high, the high quality and the low cost in the manufacturing aspect are high thresholds of the industry, and the fuel injection system is a unique component which cannot be localized in the diesel engine at present.
If China has to make a strong force on a fuel injection system, one aspect is mainly to realize the design of a technical patent and innovate in the mechanical aspect, because the fuel injection system is a process of changing diesel into chemical energy to burn and do work through mechanical energy, the high-efficiency use of machinery is realized, the current mechanical energy transmission route is to transmit the transmission mechanical energy to a high-pressure oil pump from a crankshaft to press oil, and the pressure of a plunger is raised, and whether a method is needed to shorten the useless function and the loss and transmission route of the function or not is needed to realize innovation in the process.
The current research is mainly as follows: 1. oil return is reduced; 2. the oil supply rule is improved, and a dual-pressure system is preferably used when the low-load idle pressure is too high to be reduced; 3. the dynamic timing is improved, an intelligent pressure sensor is arranged on the oil injector, the pressure of the high-pressure common rail is different in low speed and high speed, the oil supply rule is variable, and an additional device is added; 4. the small oil quantity and the multiple injection precision are improved, such as piezoelectric oil injection and the like. At present, no pneumatic injection device with pressure of 160MPa exists in the market.
Disclosure of Invention
The utility model aims to provide a: a high-pressure injection device for electrically controlling the pressurization of gas in a cylinder of a diesel engine is provided.
The utility model discloses a following technical scheme realizes: the utility model provides a high-pressure injection apparatus of automatically controlled diesel engine cylinder internal combustion gas pressure boost which characterized in that: it comprises
The cylinder air inlet and outlet device 2 is connected with the engine cylinder cover 1 and is used for controlling fuel gas of the engine cylinder cover 1;
the pneumatic supercharging device 8 is connected with the air inlet and exhaust device 2 of the air cylinder and stores high pressure generated by the pneumatic supercharging device 8;
the accumulator chamber 10 is connected with the pneumatic supercharging device 8 and is used for storing increased gas;
the fuel injector 12 is connected with the pressure accumulation chamber 10 and used for injecting high-pressure fuel oil generated by increasing the pressure of fuel gas by the pneumatic pressure increasing device 8; and
and the electronic control system ECU4 is respectively connected with the cylinder air inlet and outlet device 2 and the oil injector 12 and is used for controlling the time and the air inlet amount of the cylinder air inlet and outlet device 2 and the injection time and the injection amount of the oil injector 12.
Through the structure, gas flows into the pneumatic supercharging device to become high-pressure gas, and the air inflow is controlled through the air cylinder air inlet and outlet device, so that the opening or closing of the oil sprayer and the corresponding oil mass are controlled, and the performance of the oil sprayer can be improved. Different from a traditional diesel engine high-pressure system, the scheme adopts the gas pressurizing plunger to generate high pressure, so that the fuel injector is controlled to inject high-pressure fuel.
Compare prior art, the beneficial effects of the utility model are that:
1. the electric control gas pressurization high-pressure injection device is simple in structure, easy to manufacture, capable of saving a middle transmission shaft device, free of driving a fuel pump by a cam and capable of reducing mechanical energy loss. The fuel injector is used for injecting high-pressure fuel generated by the fuel injector.
2. The gas pneumatic supercharging device is adopted for supercharging, and large-pressure injection can be generated.
3. The electric control system is adopted to control the gas quantity, and the precision of the oil sprayer is improved.
Drawings
Fig. 1 is a connection diagram of the overall structure of the present invention.
Fig. 2 is a schematic structural view of the pneumatic booster device in fig. 1.
Fig. 3 is a schematic structural view of an intake and exhaust device of the cylinder of fig. 1.
Fig. 4 is a partially enlarged view of the upper and lower tapered surfaces of the valve element in fig. 3.
Description of the reference symbols: 1 engine cylinder cover, 2 cylinder air inlet and exhaust devices, 3 wiring harnesses, 4ECU, 5 speed sensor, 6 gear disc, 7 air pipe, 8 pneumatic supercharging device, 9 oil pipe, 10 pressure accumulation chamber, 11 first electromagnetic valve, 12 oil injector, 13 oil nozzle, 14 cylinder rear cover, 15 supercharging spring, 16 air inlet, 17 air outlet, 18 cylinder front cover, 19 first pressure relief hole, 20 plunger body, 21 oil inlet ball valve, 22 tightening cap, 23 positioning seat, 24 oil outlet valve tightening seat, 25 oil outlet, 26 check ring, 27 cylinder piston, 28 piston rod, 29 cylinder body, 30 supercharging plunger, 31 positioning screw, 32 valve seat, 33 oil inlet, 34 oil outlet ball valve, 35 oil outlet valve upper seat, 36 oil outlet valve spring, 37 oil outlet valve lower seat, 38 sealing gasket, 39 second armature, 40 armature, 41 control valve core, 42 second pressure relief hole, 43 valve seat fixing screw, 44 air inlet hole, 45 control valve body, 46 electromagnetic valve fixing screw, 47 cushion block, 48 positioning screw, 49 exhaust hole gasket, 50 fixing seat, 51 adjusting gasket, 52 control spring, 53 conical surface, 54 upper and lower conical surface of electromagnetic valve core, 55 lower valve core.
Detailed Description
In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
The invention is explained in detail below with reference to the accompanying drawings:
as shown in fig. 1: a high-pressure injection device for electrically controlling the pressurization of gas in a cylinder of a diesel engine comprises a gas inlet and outlet device 2 of the cylinder, which is connected with a cylinder cover 1 of the engine and used for controlling the gas in the cylinder cover 1 of the engine;
the pneumatic supercharging device 8 is connected with the air inlet and exhaust device 2 of the air cylinder and stores high pressure generated by the pneumatic supercharging device 8;
the accumulator chamber 10 is connected with the pneumatic supercharging device 8 and is used for storing increased gas;
the fuel injector 12 is connected with the pressure accumulation chamber 10 and used for injecting high-pressure fuel oil generated by increasing the pressure of fuel gas by the pneumatic pressure increasing device 8; and
and the electronic control system ECU4 is respectively connected with the cylinder air inlet and outlet device 2 and the oil injector 12 and is used for controlling the time and the air inlet amount of the cylinder air inlet and outlet device 2 and the injection time and the injection amount of the oil injector 12. .
Here, a hole is formed in the engine head 1, and the gas in the inner part is discharged to the pneumatic booster 8 when the engine does work.
As shown in fig. 2: the pneumatic supercharging device 8 comprises a cylinder part, a plunger piston part and an oil outlet valve part which are connected in sequence from back to front;
the cylinder part comprises a cylinder body 29, a cylinder piston 27 and a piston rod 28, the cylinder piston 27 is connected with the piston rod 28, the piston rod 28 extends out of the cylinder body 29 through a cylinder front cover 18 arranged on the front side of the cylinder body 29, an exhaust port 17 and an intake port 16 are respectively arranged on the front side and the rear side of the side wall of the cylinder body 29, and the intake port 16 is connected with the cylinder intake and exhaust device 2; a pressurizing spring 15 is sleeved on the periphery of the piston rod 28, and the pressurizing spring 15 is positioned between the cylinder front cover 18 and the cylinder piston 27
The plunger part comprises a plunger body 20 and a pressurizing plunger 30, a channel which is through from front to back is arranged in the plunger body 20, the channel is divided into a front section channel, a middle section channel and a rear section channel, the caliber of the middle section channel is smaller than that of the rear section channel, the caliber of the front section channel is larger than that of the middle section channel, and the caliber of the middle section channel is the same as that of the pressurizing plunger 30; the side wall of the plunger body 20 is also provided with a first pressure relief hole 19 communicated with the rear section channel; the rear end of the pressurizing plunger 30 is fixedly connected with the piston rod 28;
the oil outlet valve part also comprises a valve seat 32, a positioning seat 23 and an oil outlet valve tight seat 24 which are sequentially arranged from back to front; the middle parts of the valve seat 32, the positioning seat 23 and the oil outlet valve tight seat 24 are provided with oil outlet holes which are communicated front and back; an oil inlet channel which is communicated with the front section channel and is provided with an oil inlet ball valve 21 is arranged on the valve seat 32, the oil inlet channel is communicated with the outside through an oil inlet hole 33 which is formed in the side wall of the valve seat 32, and the oil inlet ball valve 21 moves forwards to cut off the oil inlet channel; a limiting hole is formed in the rear end of the positioning seat 23, an oil outlet ball valve 34, an oil outlet valve upper seat 35 and an oil outlet valve lower seat 37 are arranged in the limiting hole from back to front, an oil outlet valve spring 36 is arranged between the oil outlet valve upper seat 35 and the oil outlet valve lower seat 37, the oil outlet ball valve 34 is controlled to keep the trend of moving backwards through the oil outlet valve spring 36, and the oil outlet ball valve 34 moves backwards to cut off the oil outlet hole; the front end of the oil outlet valve tight seat 24 is provided with an oil outlet 25, and the oil outlet 25 is connected with the pressure accumulation chamber 10.
As shown in fig. 3 and 4: the cylinder air inlet and exhaust device 2 comprises a control valve body 45, a fixed seat 50, a control valve core 41, an armature 40 and a second electromagnetic valve 39 which are sequentially arranged from bottom to top;
longitudinal channels are arranged in the control valve body 45 and the fixed seat 50, a control valve core 41 is arranged in the channels, the upper part of the control valve core 41 is connected with an armature 40, and the armature 40 is controlled by a second electromagnetic valve 39 to realize the up-and-down movement of the control valve core 41; an upper annular groove and a lower annular groove are respectively annularly arranged on the control valve core 41; the control valve body 45 is provided with an air inlet hole 44 and an air outlet hole 53 which are staggered in height, so that the control valve core 41 moves up and down, and the communication or the partition of the air inlet hole 44 and the air outlet hole 53 is realized by utilizing the lower annular groove; wherein, the air inlet 44 is connected with the engine cylinder cover 1, and the air outlet 53 is connected with the pneumatic supercharging device 8; a second pressure relief hole 42 is formed in the side face of the fixed seat 50, and the second pressure relief hole 42 is used for enabling the pressure inside the armature 40 to be the same as the atmospheric pressure; the side surface of the fixed seat 50 is also provided with an exhaust hole 49, and the exhaust hole 49 corresponds to the upper annular groove; a control spring 52 is sleeved outside the control valve core 41, the upper end of the control spring 52 is propped against the lower end face of the fixed seat 50, and the lower end of the control spring 52 is connected with the control valve core 41.
The electronic control system comprises an ECU4, a speed sensor 5 and a gear plate 6, the gear plate 6 is connected with a gear inside the engine, the speed sensor 5 is arranged on one side of the gear plate 6 and used for detecting the rotating speed of the gear plate, and the speed sensor 5 is connected with the ECU4 through a wire harness 3.
In the present invention, the intake port 44 of the cylinder intake and exhaust device 2 is connected to the engine cylinder head 1. The cylinder air inlet and outlet device 2 controls the air volume entering the pneumatic supercharging device 8, and after the oil nozzle 13 of the oil injector 12 finishes injecting, the air in the pneumatic supercharging device 8 is discharged through the air outlet 49, so that the cylinder piston 27 is reset.
As shown in fig. 3: and the pneumatic pressurizing device 8 is assembled on the air inlet and outlet device 2 of the cylinder and connected through an air pipe 7 to pressurize the air inlet and outlet device, so that high pressure is generated. The air pipe 7 is connected with the air outlet 53 of the air inlet and outlet device 2 of the cylinder, the air inlet 44 and the air inlet 16 of the pneumatic supercharging device 8.
The pneumatic booster device 8 and the fuel injector 12 are connected through a fuel pipe 9, wherein the accumulator chamber 10 is arranged on the fuel pipe 9. Here, one end of the oil pipe 9 is connected with an oil outlet 25 of the pneumatic supercharging device 8, and the other end of the oil pipe 9 is connected with the oil injector 12.
The oil injector 12 is connected with the pneumatic supercharging device 8, and when the pneumatic supercharging device 8 generates high-pressure fuel oil, the oil nozzle 13 can be lifted to inject oil.
And the electric control system is respectively connected with the cylinder air inlet and exhaust device 2 and the oil injector 12. Specifically, the ECU4 in the electronic control system is connected to the second electromagnetic valve 39 of the cylinder intake and exhaust device 2, the rotation speed sensor 5, and the first electromagnetic valve 11 of the injector 12 through the wire harness 3. When the engine works, the gear wheel 6 is driven to rotate, and the second electromagnetic valve 39 starts to be electrified after the rotation speed sensor 5 obtains a signal. When the engine piston reaches the top dead center of compression, the first electromagnetic valve 11 starts to be energized.
The pneumatic supercharging device 8 comprises a cylinder piston 27 connected with a piston rod 28 through interference fit and used for pushing a supercharging plunger 30 to supercharge. The oil inlet ball valve 21 is mounted on the valve seat 32, and high-pressure fuel flows in from the oil inlet hole 33 to function as a check valve.
The pressurizing spring 15 is arranged between the cylinder piston 27 and the cylinder front cover 18 and plays a role of back and forth movement of charging and discharging of the cylinder piston.
The oil outlet ball valve 34 is mounted on the oil outlet valve upper seat 35, and becomes a check valve by the oil outlet valve spring 36 and the oil outlet valve lower seat 37, thereby controlling the fuel pressurization of the pressurizing plunger. The oil outlet ball valve 34 is installed at the rear end of the positioning seat 23 and is provided with a limiting hole.
The valve seat 32 and the positioning seat 23 are fixed on the plunger body 20 through the tightening cap 22, and positioning and sealing at high pressure are realized.
The joint between the outlet valve tight seat 24 and the positioning seat 23 is provided with a sealing gasket 38, so that high pressure can be sealed.
The plunger body 20 and the cylinder body 29 are fixedly connected through 4 positioning screws 31.
The rear end of the cylinder block 29 is provided with a cylinder rear cover 14, the cylinder rear cover 14 is fixed on the cylinder block 29 through a retainer ring 26, the cylinder rear cover 14 and the cylinder front cover 18 are both provided with a sealing ring, and the sealing ring is in clearance fit with the cylinder block 29 and is sealed through the sealing ring. For preventing gas leakage.
The piston rod 28 is in clearance fit with the cylinder front cover 18, and the fit clearance is small, so that air leakage is prevented.
The pressurizing plunger 30 is in clearance fit with the middle passage of the cylinder block 20, and the fit clearance is small, so that low-pressure fuel oil is changed into high-pressure fuel oil.
The air inlet 16 is communicated with the left side of the cylinder piston 27 and is used for pushing the cylinder piston to move forwards and exhausting. The exhaust port 17 communicates with the right side of the cylinder piston 27 so that exhaust is performed when the cylinder piston 27 moves forward.
The first relief hole 19 is used for relief when the piston rod 28 and the pressurizing plunger 30 move forward.
As shown in fig. 3 and 4: in the cylinder air inlet and exhaust device, the control valve core 41 is in clearance fit with a longitudinal channel in the control valve body 45, so that air leakage is prevented. And the control valve core is sealed with the conical surface 55 of the control valve body 45 for controlling the high-pressure air intake.
The control valve core 41 is in clearance fit with the fixed seat 50, and the control valve core 41 is sealed with the valve core upper conical surface 54 of the fixed seat 50 and used for controlling high-pressure air exhaust.
The control spring 52 is installed between the control valve core 41 and the fixed seat 50, and is used for controlling the opening and closing of the upper valve and the lower valve of the valve core 41. The control spring 52 here always maintains a spring force of downward movement on the control valve core 41.
An adjusting gasket 51 is arranged between the fixed seat 50 and the control valve body 45, and the three are fixed by 4 valve seat fixing screws; the assembly is such that the control valve member 41 is not jammed during movement.
Here, the shim 51 is mounted between the control valve body 45 and the fixed seat 50 for adjusting the lift gap of the control valve body 41.
The armature 40 is mounted on the control valve core 41 and fixed by a set screw 48; the upper part of the fixed seat 50 is provided with a cushion block 47, the cushion block 47 is annularly arranged on the periphery of the armature 40, and a clearance fit clearance is needed between the armature 40 and the cushion block 47.
The fit clearance between the second electromagnetic valve 39 and the armature 40 is about 0.3mm, and the armature 40 drives the control valve core 41 to move upwards.
The second solenoid valve 39 and the spacer block 47 are fixed on the fixing seat 50 through a solenoid valve fixing screw 46.
The main purpose of the spacer 47 is to control the clearance of the armature 40 from the second solenoid valve 39. The upper part of the fixed seat 50 of the second pressure relief hole 42 is provided with a cushion block 47 for exhausting air pressure inside the armature.
The utility model discloses a theory of operation is:
when a piston of the diesel engine enters a working stage, the piston can drive the gear disc 6 to rotate, after the piston performs working combustion, the piston moves downwards, a part of gas in the cylinder is introduced into the cylinder air inlet and exhaust device 2 through an engine cylinder cover, when the rotating speed sensor 5 detects that the piston is before a working bottom dead center, the second electromagnetic valve 39 on the cylinder air inlet and exhaust device is electrified, the armature 40 is sucked, the control valve core 41 is driven to move upwards, and at the moment, the lower conical surface of the lower annular groove in the control valve core 41 is not sealed with the valve core lower conical surface 55 of the control valve body 45. The upper conical surface of the upper annular groove in the control valve core 41 is sealed with the valve core upper conical surface 54 of the fixed seat 50. The gas flows through the inlet holes 44 into the outlet holes 53. When the gas flows into the pneumatic booster 8 through the gas pipe 7, the cylinder piston 27 is pushed to move forward. 0.5MPA low-pressure fuel flows in from the oil inlet hole 33, the oil inlet ball valve 21 is pushed to move backwards, the low-pressure fuel flows in the inner cavity of the plunger, when the cylinder piston 27 moves forwards, the pressurizing plunger 30 also moves forwards, the low-pressure fuel is changed into high-pressure oil through the pneumatic pressurizing device 8, the high-pressure oil flows in the accumulation chamber 10 through the oil outlet valve 34, overcomes the oil outlet valve spring 35, flows in through the oil pipe 9 and is connected with the oil injector 12 to generate high pressure.
When the second electromagnetic valve 39 is not powered on and the engine piston is worked, the lower conical surface of the lower annular groove in the control valve core 41 is sealed with the valve core lower conical surface 55 of the control valve body 45, and the upper conical surface of the upper annular groove in the control valve core 41 is not sealed with the valve core upper conical surface 54 of the fixed seat 50; the cylinder piston 27 is moved backwards by the force of the pressurizing spring 15 to realize the resetting, so that the air inside the air inlet and exhaust device 2 of the cylinder is exhausted from the air outlet hole 49 in the air switch device, and at the moment, the cylinder piston 27 and the pressurizing plunger 30 are both reset. When the piston cylinder of the engine reaches the designated position for doing work, the second electromagnetic valve 39 starts to work again, and the steps are repeated, so that high pressure exists at the pressurization end all the time.
When the piston moves to a compression stroke, when the rotating speed sensor 5 detects that the piston cylinder is in front of a work application top dead center, the first electromagnetic valve 11 of the oil injector 12 is electrified, and due to the difference between the upper pressure and the lower pressure, the oil nozzle 13 overcomes the spring and then the oil nozzle 13 starts to inject. After injection, the first solenoid valve 11 is closed, the injector is not energized and the nozzle tip is closed again.
It should be noted that the above mentioned embodiments are only preferred embodiments of the present invention, and the present invention is not limited to the above mentioned embodiments, and although the present invention has been described in detail with reference to the above mentioned embodiments, it will be obvious to those skilled in the art that the technical solutions described in the above mentioned embodiments can be modified or some technical features can be replaced equally.
Claims (4)
1. The utility model provides a high-pressure injection apparatus of automatically controlled diesel engine cylinder internal combustion gas pressure boost which characterized in that: the device comprises an air cylinder air inlet and exhaust device (2) which is connected with an engine cylinder cover (1) and used for controlling fuel gas of the engine cylinder cover (1);
the pneumatic supercharging device (8) is connected with the air inlet and outlet device (2) of the air cylinder and stores high pressure generated by the pneumatic supercharging device (8);
the accumulator chamber (10) is connected with the pneumatic supercharging device (8) and is used for storing increased gas;
the fuel injector (12) is connected with the pressure accumulation chamber (10) and used for injecting high-pressure fuel oil generated by increasing the pressure of fuel gas by the pneumatic pressure increasing device (8);
and the electronic control system ECU (4) is respectively connected with the air cylinder air inlet and exhaust device (2) and the oil injector (12) and is used for controlling the time and the air inflow of the air cylinder air inlet and exhaust device (2) and the injection time and the injection quantity of the oil injector (12).
2. A high-pressure injection apparatus for electrically controlling pressurization of gas in a cylinder of a diesel engine according to claim 1, wherein:
the pneumatic supercharging device (8) comprises a cylinder part, a plunger part and an oil outlet valve part which are sequentially connected from back to front;
the cylinder part comprises a cylinder body (29), a cylinder piston (27) and a piston rod (28), the cylinder piston (27) is connected with the piston rod (28), the piston rod (28) extends out of the cylinder body (29) through a cylinder front cover (18) arranged on the front side of the cylinder body (29), an exhaust port (17) and an air inlet (16) are respectively arranged on the front side and the rear side of the side wall of the cylinder body (29), and the air inlet (16) is connected with an air inlet and exhaust device (2) of the cylinder; a pressurizing spring (15) is sleeved on the periphery of the piston rod (28), and the pressurizing spring (15) is positioned between the cylinder front cover (18) and the cylinder piston (27);
the plunger part comprises a plunger body (20) and a pressurizing plunger (30), a channel which is through from front to back is arranged in the plunger body (20), the channel is divided into a front section channel, a middle section channel and a rear section channel, the caliber of the middle section channel is smaller than that of the rear section channel, the caliber of the front section channel is larger than that of the middle section channel, and the caliber of the middle section channel is the same as that of the pressurizing plunger (30); the side wall of the plunger piston body (20) is also provided with a first pressure relief hole (19) communicated with the rear section channel; the rear end of the pressurizing plunger (30) is fixedly connected with the piston rod (28);
the oil outlet valve part also comprises a valve seat (32), a positioning seat (23) and an oil outlet valve tight seat (24) which are sequentially arranged from back to front; the middle parts of the valve seat (32), the positioning seat (23) and the oil outlet valve tight seat (24) are provided with oil outlet holes which are communicated from front to back; an oil inlet channel which is communicated with the front section channel and is provided with an oil inlet ball valve (21) is arranged on the valve seat (32), the oil inlet channel is communicated with the outside through an oil inlet hole (33) formed in the side wall of the valve seat (32), and the oil inlet ball valve (21) cuts off the oil inlet channel by moving forwards; a limiting hole is formed in the rear end of the positioning seat (23), an oil outlet ball valve (34), an oil outlet valve upper seat (35) and an oil outlet valve lower seat (37) are arranged in the limiting hole from back to front, an oil outlet valve spring (36) is arranged between the oil outlet valve upper seat (35) and the oil outlet valve lower seat (37), the oil outlet ball valve (34) is controlled to keep the trend of moving backwards through the oil outlet valve spring (36), and the oil outlet ball valve (34) moves backwards to cut off the oil outlet hole; an oil outlet (25) is arranged at the front end of the oil outlet valve fastening seat (24), and the oil outlet (25) is connected with the pressure accumulation chamber (10).
3. The high-pressure injection device for supercharging fuel gas in the cylinder of the electrically controlled diesel engine according to claim 1, wherein: the air cylinder air inlet and exhaust device (2) comprises a control valve body (45), a fixed seat (50), a control valve core (41), an armature (40) and an electromagnetic valve (39) which are sequentially arranged from bottom to top;
longitudinal channels are arranged in the control valve body (45) and the fixed seat (50), a control valve core (41) is arranged in the channels, the upper part of the control valve core (41) is connected with an armature (40), and the armature (40) is controlled by a second electromagnetic valve (39) to realize the up-and-down movement of the control valve core (41); an upper annular groove and a lower annular groove are respectively arranged on the control valve core (41) in an annular mode; an air inlet hole (44) and an air outlet hole (53) which are staggered in height are arranged on the control valve body (45), so that the control valve core (41) moves up and down, and the communication or the partition of the air inlet hole (44) and the air outlet hole (53) is realized by utilizing the lower annular groove; wherein, the air inlet (44) is connected with the engine cylinder cover (1), and the air outlet (53) is connected with the pneumatic supercharging device (8); a second pressure relief hole (42) is formed in the side face of the fixed seat (50), and the second pressure relief hole (42) is used for enabling the pressure inside the armature (40) to be the same as the atmospheric pressure; the side surface of the fixed seat (50) is also provided with an exhaust hole (49), and the exhaust hole (49) corresponds to the upper annular groove; a control spring (52) is sleeved outside the control valve core (41), the upper end of the control spring (52) is propped against the lower end face of the fixed seat (50), and the lower end of the control spring (52) is connected with the control valve core (41).
4. The electrically controlled diesel engine in-cylinder gas-pressurized high-pressure injection apparatus according to claim 1, wherein: the electronic control system comprises an ECU (4), a rotating speed sensor (5) and a gear disc (6), wherein the gear disc (6) is connected with a gear inside an engine, the rotating speed sensor (5) is arranged on one side of the gear disc (6) and used for detecting the rotating speed of the gear disc, and the rotating speed sensor (5) is connected with the ECU (4) through a wire harness (3).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2022108145291 | 2022-07-11 | ||
| CN202210814529 | 2022-07-11 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218407651U true CN218407651U (en) | 2023-01-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211034160.9A Pending CN115355122A (en) | 2022-07-11 | 2022-08-26 | High-pressure injection device for pressurizing gas in cylinder of electric control diesel engine |
| CN202222261315.4U Active CN218407651U (en) | 2022-07-11 | 2022-08-26 | High-pressure injection device for pressurizing gas in cylinder of electric control diesel engine |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211034160.9A Pending CN115355122A (en) | 2022-07-11 | 2022-08-26 | High-pressure injection device for pressurizing gas in cylinder of electric control diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (2) | CN115355122A (en) |
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2022
- 2022-08-26 CN CN202211034160.9A patent/CN115355122A/en active Pending
- 2022-08-26 CN CN202222261315.4U patent/CN218407651U/en active Active
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| Publication number | Publication date |
|---|---|
| CN115355122A (en) | 2022-11-18 |
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