Integrated clean fuel high-pressure injection device

Abstract

The invention belongs to the technical field of engine fuel injection, and particularly discloses an integrated clean fuel high-pressure injection device which is characterized in that a first-stage valve shell and a pump body are sequentially arranged in the longitudinal direction, and an injection valve assembly is installed at the longitudinal lower end of the pump body; the first oil inlet channel is formed in the valve shell, the head end of the first injection oil channel communicates with the first oil inlet channel, and the tail end of the first injection oil channel extends to the bottom injection valve assembly of the pump body from the valve shell in the longitudinal direction; the pump body is provided with a reinforcing cavity, the plunger is arranged in the pressurizing cavity in a sliding mode and divides the reinforcing cavity into a pressurizing front cavity and a pressurizing rear cavity, the second oil inlet channel communicates with the pressurizing rear cavity, the head end of the second injection oil channel communicates with the pressurizing rear cavity, and the tail end of the second injection oil channel communicates with the injection valve assembly. The injection valve assembly correspondingly controls opening or closing of the first injection oil duct and the second injection oil duct. Through the integrated design, the structure is simplified, the number of high-pressure sealing points is reduced, and the reliability and safety of the system are effectively improved.

Description

Technical Field

[0001] This invention belongs to the field of engine fuel injection technology, and particularly relates to an integrated clean fuel high-pressure injection device. Background Technology

[0002] With increasing global environmental awareness and the deepening of low- to zero-carbon strategies, the gradual implementation of new energy regulations has led to the increasingly widespread application of clean fuels such as methanol and ammonia in the transportation sector. Methanol and ammonia fuels, with their advantages of high calorific value, renewability, ease of storage and transportation, and zero carbon emissions after combustion, have become important alternatives to traditional fossil fuels. However, these clean fuels also have significant inherent drawbacks, including high volatility, low viscosity, potential toxicity, and corrosiveness to metallic materials. These characteristics pose serious challenges to the sealing and durability of fuel systems.

[0003] In existing technologies, the high-pressure injection systems for methanol and ammonia fuels and the high-pressure injection systems for diesel ignition are generally designed as two completely separate independent devices. This separate structure leads to a complex overall system layout and a significant increase in the number of parts, which not only significantly increases manufacturing costs but also makes the installation process cumbersome and requires a large amount of space, making it difficult to meet the design requirements of modern compact engines.

[0004] Meanwhile, independent high-pressure injection devices for methanol and ammonia fuels require long high-pressure pipelines, resulting in an excessive number of high-pressure sealing points. The volatile and corrosive properties of clean fuels further amplify the risk of seal failure, easily leading to fuel leaks and causing safety hazards and environmental pollution.

[0005] Furthermore, the current market lacks integrated solutions that can simultaneously process clean fuels and diesel fuels and achieve synergistic injection, which fails to meet the requirements of dual-fuel engines for efficient and reliable injection systems, severely restricting the promotion and application of clean fuel technologies.

[0006] To address the aforementioned issues, existing technologies urgently need improvement. Summary of the Invention

[0007] The purpose of this invention is to provide an integrated clean fuel high-pressure injection device. Through integrated design, the structure is simplified, the manufacturing cost is reduced, and the number of high-pressure sealing points is reduced, effectively improving system reliability and safety, and adapting to compact design requirements.

[0008] To achieve the above objectives, the technical solution of the present invention is as follows: an integrated clean fuel high-pressure injection device, comprising a primary control valve assembly, a pump injector assembly, and an oil circuit system; the primary control valve assembly includes a valve housing, the pump injector assembly includes a pump body, a plunger, and an injection valve assembly, the primary valve housing and the pump body are arranged sequentially along the longitudinal direction, and the injection valve assembly is installed at the lower end of the longitudinal direction of the pump body;

[0009] The oil circuit system includes a first oil inlet passage, a first injection passage, a second oil inlet passage, and a second injection passage. The first oil inlet passage is located in the valve housing for supplying high-pressure first set fuel. The first end of the first injection passage is connected to the first oil inlet passage, and the end of the first injection passage extends longitudinally from the valve housing to the bottom injection valve assembly of the pump body. The pump body is provided with a reinforcing chamber, and a plunger is slidably located in the pressurizing chamber. The plunger divides the reinforcing chamber into a pre-pressurizing chamber and a post-pressurizing chamber along its sliding direction. The second oil inlet passage is connected to the post-pressurizing chamber so that low-pressure second set fuel flows into the post-pressurizing chamber and is pressurized by the plunger. The first end of the second injection passage is connected to the post-pressurizing chamber, and the end of the second injection passage is connected to the injection valve assembly.

[0010] The injection valve assembly controls the opening or closing of the first and second injection passages, respectively.

[0011] Furthermore, it also includes a secondary control valve assembly, which includes a control valve body and a pressure regulating valve core. The valve housing, control valve body and pump body are connected longitudinally in sequence, and the end of the first injection passage extends longitudinally from the valve housing through the control valve body to the bottom of the pump body of the injection valve assembly.

[0012] The oil circuit system also includes a pressurized oil passage, the first end of which is connected to the first oil inlet passage, and the end of which is connected to the pressurized front chamber. The control valve body has a pressure relief hole connected to the pressurized oil passage. The pressure regulating valve core is installed in the control valve body at the position corresponding to the pressure relief hole. The pressure regulating valve core can be controlled to slide to open or close the pressure relief hole.

[0013] Furthermore, the primary control valve assembly also includes a pressure relief control valve, the secondary control valve assembly also includes a control block, and the oil circuit system also includes a control oil passage. The valve body is provided with a drain oil passage. The control valve body is provided with a pressurization connection channel, a valve core mounting channel, a control chamber, and a control connection channel. The end of the pressurization oil passage is connected to the pressurization pre-chamber via the pressurization connection channel. The beginning of the control oil passage is connected to the first inlet oil passage, and the end of the control oil passage is connected to the control chamber. The control chamber and the drain oil passage are connected via the control connection channel. The pressure relief control valve is installed on the valve body to relieve pressure. The control valve has a pressure relief valve core, which passes through the control connection channel. The pressure relief valve core can be moved in a single degree of freedom by the pressure relief control valve to control the opening and closing of the oil discharge passage and the control chamber. The control block is slidably installed in the control chamber. In the transverse direction, the control block and the control connection channel are respectively located on both sides of the end of the control oil passage. The valve core mounting channel connects the pressurization connection channel and the control chamber. The pressure relief hole is opened in the valve core mounting channel. The pressure regulating valve core can slide through the valve core mounting channel, and one end of the pressure regulating valve core is fitted with the control block.

[0014] Furthermore, the second control valve assembly also includes a control spring and a control push rod coaxially disposed within the control valve body. The control push rod, the pressure regulating valve core, and the control block are arranged sequentially in the transverse direction. The control push rod and the control block are respectively attached to the two ends of the pressure regulating valve core. One end of the control spring abuts against the control valve body, and the other end abuts against the control push rod. The control push rod is driven by the control spring and tends to move away from the pressurized connection channel.

[0015] Furthermore, the injection valve assembly includes an injection valve body, a squeegee, a first injection valve group, and a second injection valve. The squeegee and the injection valve body are sequentially mounted longitudinally on the bottom surface of the pump body. The first injection valve group includes an injection control valve and a first injection valve. The first injection valve is mounted in the injection valve body, and the injection control valve is mounted at the bottom of the pump body. The injection control valve is used to control the opening or closing of the first injection valve. The first injection valve is located at the end of the first injection passage to control the opening or closing of the first injection passage. The second injection valve includes a second injection valve core. The second injection valve core is mounted in the injection valve body and located at the end of the second injection passage. After the second set fuel is pressurized, the second injection valve core can be driven to slide by the pressurized second set fuel to open the second injection passage.

[0016] Furthermore, the bottom of the pump body is provided with a first mounting cavity, the injection valve body is provided with a first injection chamber, the first injection oil passage is connected to the first injection chamber, the bottom of the first injection chamber is provided with a first injection port, the first injection valve includes a first injection valve core, the first injection valve core is installed in the first injection chamber in a driveable manner that can move longitudinally, the injection control valve is installed in the first injection chamber, the injection control valve controls the movement of the first injection valve core, and the first injection port opens or closes as the injection valve core moves.

[0017] Furthermore, the first injection valve also includes a compression spring, which is installed on the top of the first injection valve core. After installation, the compression spring is in a pre-compressed state. The first injection valve core is driven by the compression spring to move downward in the vertical direction to close the first injection port. The first injection valve core can be controlled by the first injection valve to move upward in the vertical direction to open the first injection port.

[0018] Furthermore, the second injection valve also includes a pressure regulating spring and an injection push rod. A second mounting cavity is provided in the lower part of the pump body, and a second injection chamber is provided in the injection valve body. A second injection oil passage is connected to the second injection chamber, and a second injection port is provided at the bottom of the second injection chamber. The pressure regulating spring is installed in the second mounting cavity, and the injection push rod is set in the second mounting cavity and inserted into the limit plate. The top of the second injection valve core is inserted into the limit plate and abuts against the injection push rod. After installation, the pressure regulating spring is in a pre-compressed state. The second injection valve core can be driven by the pressure regulating spring to move downward in the vertical direction to close the second injection port. The second control valve can be driven by the pressurized second set fuel to move upward in the vertical direction to open the second injection port.

[0019] Furthermore, a check valve is installed at the inlet of the second oil inlet.

[0020] The beneficial effects of this technical solution are as follows:

[0021] This invention provides an integrated clean fuel high-pressure injection device. Through integrated design, it achieves high-pressure injection control of two clean fuels with different pressures. The second set fuel is pressurized within the device, effectively reducing the number of high-pressure sealing points. Furthermore, the injection of the second set fuel is controlled in coordination with the pressure of the first set fuel, resulting in a more compact structure and higher coupling. Compared with the prior art, the technical solution of this invention effectively simplifies the structure, reduces manufacturing costs, and reduces the number of high-pressure sealing points, thereby significantly improving the overall reliability and safety of the system and meeting the requirements of compact design. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of an integrated clean fuel high-pressure injection device according to the present invention;

[0023] Figure 2 This is a schematic diagram of the structure of the first-stage control valve assembly of the present invention;

[0024] Figure 3 This is a schematic diagram of the structure of the two-stage control valve assembly of the present invention;

[0025] Figure 4 This is a schematic diagram of the pump ejector assembly of the present invention;

[0026] Figure 5 This is a schematic diagram of the pressure relief valve core of the present invention;

[0027] Figure 6 This is a bottom view of the pressure relief valve core of the present invention. Detailed Implementation

[0028] The following detailed description illustrates the specific implementation methods:

[0029] The reference numerals in the accompanying drawings include:

[0030] Primary control valve assembly 1, valve body 11, pressure relief control valve 12, solenoid valve spring 13, armature 14, pressure relief valve core 15, thread 151, outer circle 152, mating surface I 153, flat 154, first oil inlet passage 101, pressurizing oil passage 102, first injection oil passage 103, control oil passage 104, oil discharge passage 105; Secondary control valve assembly 2, control valve body 21, control spring 22, control push rod 23, pressure regulating valve core 24, conical surface II 25, control block 26, control chamber 27, conical surface I 28, pressure relief hole 201, control chamber oil inlet channel 202, control connection channel 203, pump injector assembly 3. Pump body 31, plunger 32, pressure regulating spring 33, injection push rod 34, limit plate 35, second injection valve core 36, injection valve body 37, check valve 38, second oil inlet 301, pressurized front chamber 302, pressurized rear chamber 303, second injection oil passage 304, second injection chamber 305, injection rear chamber 306, injection front chamber 307, first injection valve assembly 4, injection control valve 41, injection control valve spring 42, injection control valve armature 43, injection control valve core 44, steel ball 45, pad 46, clamping spring 47, first injection valve core 48, intermediate connecting channel 401, front chamber oil inlet 402.

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] The basic implementation examples are as follows: Figure 1-6As shown: An integrated clean fuel high-pressure injection device includes a primary control valve assembly 1, a pump injector assembly 3, and an oil circuit system. The primary control valve assembly 1 includes a valve housing 11, and the pump injector assembly 3 includes a pump body 31, a plunger 32, and an injection valve assembly. The primary valve housing 11 and the pump body 31 are arranged longitudinally in sequence, and the injection valve assembly is installed at the lower end of the pump body 31 in the longitudinal direction. The oil circuit system includes a first inlet passage 101, a first injection passage 103, a second inlet passage 301, and a second injection passage 304. The first inlet passage 101 is disposed on the valve housing 11 for supplying a first set fuel inlet. The first end of the first injection passage 103 is connected to the first inlet passage 101, and the first injection... The end of the injection passage 103 extends longitudinally from the valve housing 11 to the bottom injection valve assembly of the pump body 31; the pump body 31 is provided with a reinforcing chamber, and the plunger 32 is slidably disposed in the pressurizing chamber, and the plunger 32 divides the reinforcing chamber into a pre-pressurizing chamber 302 and a post-pressurizing chamber 303 along its own sliding direction; the second inlet passage 301 is connected to the post-pressurizing chamber 303 so that the second set fuel flows into the post-pressurizing chamber 303 and is pressurized by the plunger 32; the first end of the second injection passage 304 is connected to the post-pressurizing chamber 303, and the end of the second injection passage 304 is connected to the injection valve assembly; the injection valve assembly controls the opening or closing of the first injection passage 103 and the second injection passage 304 respectively. Specifically, the first set fuel refers to a specific fuel processed by the device, designed to be in a high-pressure state (i.e., a set pressure state), such as diesel, which is usually injected through the first injection passage 103. The second set fuel refers to another specific fuel processed by the device, such as clean fuels like methanol or ammonia, which are mostly in a normal pressure or other set pressure state (i.e., a low pressure state relative to the first set fuel), which is usually pressurized by the plunger 32 and injected through the second injection passage 304. In terms of structural layout, the valve housing 11 and the pump body 31 are designed to be connected sequentially along the same longitudinal axis, forming a compact whole; the injection valve assembly is installed at the lower longitudinal end of the pump body 31 to facilitate the final injection of high-pressure fuel. The injection valve assembly is the actuating component located at the lower end of the pump body 31, responsible for receiving high-pressure fuel and spraying it out in an atomized form. Its opening and closing directly affect the timing and amount of fuel injection. The oil circuit system is designed to include at least four main oil passages: the first inlet passage 101, the first injection passage 103, the second inlet passage 301, and the second injection passage 304. The first fuel inlet 101 is located inside the valve housing 11 and serves to receive the first set fuel supplied from the outside. The starting end of the first injection fuel passage 103 is connected to the first fuel inlet 101, and its end extends longitudinally from inside the valve housing 11, passes through the pump body 31, and finally connects to the injection valve assembly at the bottom of the pump body 31. This design allows the first set fuel to flow directly from the valve housing 11 to the injection valve assembly without being pressurized by the pump body 31.For example, the first inlet passage 101 can be a simple channel, and the first injection passage 103 can be a long, thin conduit or a channel machined inside the valve housing 11 and pump body 31. Inside the pump body 31, a reinforcing chamber is provided, which is the core space for fuel pressurization. A plunger 32 is designed to be slidably mounted within this reinforcing chamber. As the plunger 32 moves in its sliding direction, it divides the reinforcing chamber into two independent volumes: a pre-pressurization chamber 302 and a post-pressurization chamber 303. The second inlet passage 301 is designed to communicate with the post-pressurization chamber 303, thereby allowing a second set fuel to flow into the post-pressurization chamber 303. As the plunger 32 moves within the post-pressurization chamber 303, the second set fuel is pressurized by the plunger 32. Subsequently, the starting end of the second injection passage 304 is connected to the post-pressurization chamber 303, and its end is connected to the injection valve assembly so that the pressurized second set fuel is delivered to the injection valve for injection. For example, plunger 32 can be a cylindrical piston that reciprocates within a cylindrical reinforced cavity. The injection valve assembly is designed to independently control the opening or closing of the first injection passage 103 and the second injection passage 304. This means that the injection valve assembly contains at least two independent valve structures: one for controlling the injection path of the first set fuel and the other for controlling the injection path of the second set fuel. These valves can be simple mechanical valve cores and springs, controlled by external mechanical linkage or electromagnetic drive, or they can be valve assemblies combining solenoid valves and mechanical methods. Thus, this integrated clean fuel high-pressure injection device achieves a shared injection platform for two different fuels (such as diesel and clean fuel) by integrating the first-stage control valve assembly 1, the pump injector assembly 3, and the oil circuit system. This integrated structure effectively simplifies the overall construction of the device, reduces manufacturing costs and installation complexity. At the same time, due to the shortened high-pressure pipeline length and the reduction of high-pressure sealing points, the leakage risk of clean fuels such as methanol and ammonia is significantly reduced, improving the safety and reliability of the system and meeting the urgent need for simultaneous injection of clean fuels and diesel.

[0033] This embodiment also includes a secondary control valve assembly 2, which includes a control valve body 21 and a pressure regulating valve core 24. The valve housing 11, the control valve body 21, and the pump body 31 are connected longitudinally in sequence. The end of the first injection oil passage 103 extends longitudinally from the valve housing 11 through the control valve body 21 to the bottom of the injection valve assembly of the pump body 31. The oil circuit system also includes a pressurization oil passage 102, the first end of which is connected to the first oil inlet passage 101, and the end of which is connected to the pressurization front chamber 302. The control valve body 21 has a pressure relief hole 201 that communicates with the pressurization oil passage 102. The pressure regulating valve core 24 is installed in the control valve body 21 at the position corresponding to the pressure relief hole 201. The pressure regulating valve core 24 can be slidably operated to open or close the pressure relief hole 201. This secondary control valve assembly 2, as an additional control unit, mainly functions to regulate and control the pressure of specific oil passages in the system, especially in relation to the movement of the plunger 32. Its design aims to provide more refined pressure management capabilities to optimize the injection process. The movement of the plunger 32 is mainly achieved through the first set fuel. When the pressure relief port 201 is connected to the pressurized oil passage 102, the first set fuel entering the pressurized oil passage 102 mainly flows out through the pressure relief port 201. At this time, the pressure in the pressurized front chamber 302 is lower than the pressure in the pressurized rear chamber 303, and the plunger 32 moves upward. When the pressure relief port 201 is blocked from the pressurized oil passage 102, the first set fuel entering the pressurized oil passage 102 flows entirely into the pressurized front chamber 302. This time, the pressure in the pressurized front chamber 302 is higher than the pressure in the pressurized rear chamber 303, and the plunger 32 moves downward to compress the pressurized rear chamber 303. At this time, the second set fuel entering the pressurized rear chamber 303 is pressurized.

[0034] Specifically, as the main structure of the secondary control valve assembly 2, the control valve body 21 is typically a housing with specific internal flow channels and mounting cavities. It provides space for the installation and movement of the pressure regulating valve core 24 and carries the pressure relief port 201, which communicates with the pressurized oil passage 102. The pressure regulating valve core 24 is the core actuator in the secondary control valve assembly 2. It changes the on / off state of the oil passage by sliding within the control valve body 21. Its design typically includes one or more sealing surfaces that can cooperate with the pressure relief port 201 or the flow channel wall, thereby achieving precise control of fluid flow. The sliding of the pressure regulating valve core 24 can be achieved by various means such as hydraulic drive, electromagnetic drive, or mechanical drive. The structural layout of the valve housing 11, control valve body 21, and pump body 31 connected longitudinally reflects the high degree of integration of the device; they are tightly connected along the longitudinal axis to form a compact whole, which helps to reduce pipeline connections, improve structural rigidity, and optimize space utilization. The end of the first injection passage 103 extends longitudinally from the valve housing 11 through the control valve body 21 to the injection valve assembly at the bottom of the pump body 31. This design ensures the continuity of the flow path of the first set fuel in the integrated structure. As the first injection passage 103 passes through the control valve body 21, its flow path remains independent and unaffected by other oil passages within the secondary control valve assembly 2 (such as the pressurization passage 102), ultimately delivering the first set fuel to the injection valve assembly. The main function of the pressurization passage 102 is to guide the fuel or control fluid from the first inlet passage 101 to the pressurization pre-chamber 302; this passage is the key path for achieving pressure control of the pressurization pre-chamber 302, providing the power source for driving the plunger 32. The first end of the pressurized oil passage 102 is connected to the first oil inlet passage 101. This connection indicates that the oil source of the pressurized oil passage 102 is the same as, or at least shares the same pressure source as, the oil inlet passage of the first set fuel. This simplifies the oil circuit system and ensures that the pressurized oil passage 102 can obtain a stable high-pressure oil. The last end of the pressurized oil passage 102 is connected to the pressurization front chamber 302. The pressurized oil passage 102 directly introduces high-pressure oil into the pressurization front chamber 302, thereby applying force to the plunger 32. By controlling the pressure in the pressurized oil passage 102, the movement of the plunger 32 can be precisely controlled, thereby affecting the pressurization process of the second set fuel. The control valve body 21 has a pressure relief hole 201 connected to the pressurized oil passage 102. The pressure relief hole 201 is a channel on the control valve body 21 used to release the pressure in the pressurized oil passage 102 or the pressurization front chamber 302. When it is necessary to reduce the pressure in the pressurization chamber 302, the pressure relief port 201 can be opened to allow oil to flow out, thereby regulating the pressure. The pressure regulating valve core 24 is installed within the control valve body 21 at the position corresponding to the pressure relief port 201. The installation position of the pressure regulating valve core 24 ensures that it can directly act on the pressure relief port 201. By moving the pressure regulating valve core 24, the opening or closing state of the pressure relief port 201 can be effectively controlled, thereby achieving precise regulation of the pressure in the pressurization oil passage 102 or the pressurization chamber 302.The pressure regulating valve core 24 can be controlled to slide to open or close the pressure relief port 201. The sliding of the pressure regulating valve core 24 is the core action for pressure regulation. This sliding can be a linear motion, adjusting the pressure relief flow rate by changing the actual effective flow area of ​​the pressure relief port 201, thereby controlling the pressure. Its control method can be electromagnetic drive, hydraulic drive, or mechanical linkage, to adapt to different control strategies and response speed requirements. Thus, by introducing the secondary control valve assembly 2 and setting up a pressurizing oil passage 102 connecting the first oil inlet passage 101 and the pressurizing front chamber 302, and simultaneously opening a pressure relief port 201 on the control valve body 21 and controlling it with the pressure regulating valve core 24, the problem of accurately controlling the pressure in the pressurizing front chamber 302 is effectively solved. When it is necessary to pressurize the second set fuel by driving the plunger 32, the pressure relief port 201 can be closed by the pressure regulating valve core 24, allowing the high-pressure fuel from the first oil inlet 101 to enter the pressure front chamber 302 through the pressure oil passage 102, thereby pushing the plunger 32 downward to pressurize the second set fuel in the pressure rear chamber 303. Conversely, when it is necessary to stop pressurization or reset the plunger 32, the pressure regulating valve core 24 can open the pressure relief port 201, allowing the pressurized oil in the pressure front chamber 302 to be discharged through the pressure relief port 201, thereby rapidly reducing the pressure in the pressure front chamber 302 and allowing the plunger 32 to reset upward. This design makes the driving and resetting process of the plunger 32 more controllable, ensuring a more accurate pressurization sequence and pressure curve of the second set fuel, thereby improving the response speed and injection accuracy of the entire injection device, optimizing fuel atomization and combustion effects, and ultimately improving engine performance and fuel economy.

[0035] In this embodiment, the primary control valve assembly 1 further includes a pressure relief control valve 12, the secondary control valve assembly 2 further includes a control block 26, the oil circuit system further includes a control oil passage 104, and the valve housing 11 is provided with a drain oil passage 105; the control valve body 21 is provided with a pressurization connection channel, a valve core mounting channel, a control chamber 27, and a control connection channel 203, the end of the pressurization oil passage 102 is connected to the pressurization pre-chamber 302 through the pressurization connection channel; the first end of the control oil passage 104 is connected to the first inlet oil passage 101, and the end of the control oil passage 104 is connected to the control chamber 27, the control chamber 27 and the drain oil passage 105 are connected through the control connection channel 203, and the pressure relief control valve 12 is installed on the valve housing. 11. The pressure relief control valve 12 has a pressure relief valve core 15, which passes through the control connection channel 203. The pressure relief valve core 15 can be controlled by the pressure relief control valve 12 to move in a single degree of freedom to control the opening and closing of the oil discharge passage 105 and the control chamber 27. The control block 26 is slidably installed in the control chamber 27. In the transverse direction, the control block 26 and the control connection channel 203 are respectively located on both sides of the end of the control oil passage 104. The valve core mounting channel connects the pressurization connection channel and the control chamber 27. The pressure relief hole 201 is opened in the valve core mounting channel. The pressure regulating valve core 24 is slidably installed in the valve core mounting channel, and one end of the pressure regulating valve core 24 is fitted with the control block 26.

[0036] In a preferred embodiment, the valve body also has a control chamber oil inlet channel 202 for connecting the control oil circuit to the control chamber 27. The pressure relief control valve 12 is a solenoid valve, which has a solenoid valve spring 13, an armature 14, and a pressure relief valve core 15. The pressure relief valve core 15 is designed from top to bottom with a thread 151, an outer circle 152, a mating surface I 153, and a flat 154. The flat 154 is the main flow path for the first set fuel in the control chamber 27 to flow out of the control chamber 27 when the pressure relief valve core 15 is open. The flow area of ​​the flat 154 is designed to be larger than the flow area (i.e., cross-sectional area) of the control chamber oil inlet channel 202. This ensures that when the pressure relief control valve 12 is open, the amount of the first set fuel flowing out of the control chamber 27 is greater than the amount flowing in, and the pressure in the control chamber 27 will decrease, thus ensuring that the pressure relief valve core 15 can operate smoothly. How the solenoid valve controls the operation of the pressure relief valve core 15 through components such as the solenoid valve spring 13 and the armature 14 is a conventional technique in the art and will not be described in detail here.

[0037] Specifically, the pressure relief control valve 12 is an active control element whose main function is to precisely manage the pressure relief path of the control chamber 27. It selectively opens or closes the connection between the control chamber 27 and the oil drain passage 105 by controlling the movement of its internal pressure relief valve core 15. For example, when it is necessary to reduce the pressure in the control chamber 27, the pressure relief control valve 12 drives the pressure relief valve core 15 to open the connection passage, allowing fuel to drain from the control chamber 27; conversely, when it is necessary to increase the pressure in the control chamber 27, the pressure relief control valve 12 drives the pressure relief valve core 15 to close the connection passage, preventing fuel from draining. The pressure relief valve core 15 is the core actuator of the pressure relief control valve 12, and under the drive of the pressure relief control valve 12, it performs precise reciprocating motion along a single axis. When the pressure relief valve core 15 moves to a specific position, it completely blocks the control connection channel 203, cutting off the connection between the control chamber 27 and the drain oil passage 105, causing the pressure in the control chamber 27 to increase. When it moves to another position, it opens the control connection channel 203, allowing fuel in the control chamber 27 to be discharged through the drain oil passage 105, thereby reducing the pressure in the control chamber 27. This single-degree-of-freedom movement ensures the stability and reliability of the control. The control block 26 is a sliding mechanical component that is slidably installed in the control chamber 27. Its main function is to convert the hydraulic pressure in the control chamber 27 into mechanical thrust, which then acts on the pressure regulating valve core 24. The control block 26 is usually designed as a piston or plunger 32, with one end exposed to the pressure in the control chamber 27 and the other end in contact with the pressure regulating valve core 24. When the pressure in the control chamber 27 changes, the control block 26 will be displaced under the action of the pressure difference, thereby driving the pressure regulating valve core 24 to move. The sliding installation of the control block 26 within the control chamber 27 means it can move freely within the control chamber 27 with low friction and high responsiveness. This sliding fit is typically achieved through precision machining and appropriate clearance fit, sometimes supplemented by seals to prevent leakage, ensuring that the pressure within the control chamber 27 can effectively act on the control block 26 and accurately transmit its displacement to the pressure regulating valve core 24. The control oil passage 104 is a dedicated channel in the oil circuit system used to introduce high-pressure fuel from the first inlet passage 101 into the control chamber 27. Its first end connects to the first inlet passage 101, ensuring a stable high-pressure fuel supply to the control chamber 27. The design of the control oil passage 104 should guarantee sufficient flow and pressure transmission efficiency to quickly respond to the commands of the pressure relief control valve 12, achieving rapid pressure build-up in the control chamber 27. The drain oil passage 105 is another dedicated channel in the oil circuit system used to drain fuel from the control chamber 27, thereby reducing the pressure in the control chamber 27. The drain oil passage 105 is typically connected to a low-pressure return oil circuit or a fuel tank. Its connection and disconnection with the control chamber 27 are precisely controlled by the pressure relief control valve 12 and its pressure relief valve core 15, which is the key path to realize the pressure regulation of the control chamber 27. The pressurization connection channel is a fluid channel inside the control valve body 21, and its function is to connect the end of the pressurization oil passage 102 with the pressurization front chamber 302.Through this channel, fuel from the first inlet channel 101 and transmitted via the pressurizing channel 102 can smoothly enter the pressurizing pre-chamber 302, applying force to the plunger 32. The valve core mounting channel is a precision-machined channel inside the control valve body 21 that provides installation and sliding space for the pressure regulating valve core 24. It not only guides the linear movement of the pressure regulating valve core 24 but also cleverly connects the pressurizing connection channel to the control chamber 27, enabling the pressure regulating valve core 24 to control the pressure relief port 201 within it and mechanically couple with the control block 26. The control chamber 27 is a closed space inside the control valve body 21, used to house the control block 26 and serving as a hydraulic signal conversion area. The control channel 104 introduces high-pressure fuel into the control chamber 27, while the drain channel 105 is responsible for pressure relief. Pressure changes within the control chamber 27 directly drive the movement of the control block 26, forming the core hydraulic drive component of the entire pressure regulation mechanism. The control connection channel 203 is a narrow passage connecting the control chamber 27 and the drain channel 105. The pressure relief valve core 15 passes through this channel, and its single-degree-of-freedom movement precisely controls the opening or closing of the channel, thereby determining whether fuel in the control chamber 27 can be discharged, and thus regulating the pressure of the control chamber 27. Laterally, the control block 26 and the control connection channel 203 are respectively located on opposite sides of the end of the control oil passage 104. This lateral arrangement ensures that the control oil passage 104 can effectively introduce fuel into the control chamber 27, acting on one side of the control block 26, while the control connection channel 203 is located on the other side of the control block 26 or in a different direction for pressure relief. This separate arrangement avoids fluid interference, allowing the pressure build-up and pressure relief processes of the control chamber 27 to proceed independently and efficiently, thus ensuring the precise response of the control block 26. The valve core mounting channel connects the pressurization connection channel and the control chamber 27, allowing the pressure in the pressurization connection channel to form a hydraulic connection with the control chamber 27 through the valve core mounting channel. This provides a working environment for the pressure regulating valve core 24, enabling it to be simultaneously affected by the mechanical thrust from the control block 26 and the hydraulic pressure from the pressurization front chamber 302, thereby achieving precise adjustment of the pressure relief hole 201. The pressure relief hole 201 is directly opened on the wall of the valve core mounting channel. This design allows the pressure regulating valve core 24 to directly and effectively control the opening and closing of the pressurization oil passage 102 (through the pressurization connection channel) and the pressure relief path, thereby achieving precise adjustment of the pressure in the pressurization front chamber 302. The sliding of the pressure regulating valve core 24 within the valve core mounting channel is the core mechanical movement for achieving pressure regulation. One end of it is tightly fitted with the control block 26, meaning that any displacement of the control block 26 will be directly and accurately transmitted to the pressure regulating valve core 24. This direct mechanical coupling ensures that pressure changes within the control chamber 27 can be rapidly converted into displacement of the pressure regulating valve core 24, thereby precisely controlling the opening of the pressure relief port 201 and achieving dynamic, high-precision adjustment of the pressure in the pressurization chamber 302.

[0038] Thus, through the above technical solution, this application provides a more refined and proactive pressure regulation mechanism. By introducing a pressure relief control valve 12 and a control block 26 into the secondary control valve assembly 2, and optimizing the structure of the oil circuit system and control valve body 21, the control of the pressure in the pre-pressurization chamber 302 is no longer a simple passive adjustment, but rather forms an active, closed-loop hydraulic control system. Specifically, the pressure relief control valve 12 precisely regulates the fuel pressure entering the control chamber 27 through the control oil passage 104 by controlling the opening and closing of the control connection channel 203, thereby driving the control block 26 to slide within the control chamber 27. The displacement of the control block 26 directly acts on the pressure regulating valve core 24, causing it to move within the valve core mounting channel, thereby precisely controlling the opening degree of the pressure relief orifice 201. When it is necessary to increase the pressure in the pressurization chamber 302, the pressure relief control valve 12 closes the control connection channel 203, increasing the pressure in the control chamber 27. This drives the control block 26 and the pressure regulating valve core 24 to move, reducing the opening of the pressure relief orifice 201. This increases the oil supply from the pressurization oil passage 102 to the pressurization chamber 302, thus increasing the pressure. Conversely, when it is necessary to decrease the pressure in the pressurization chamber 302, the pressure relief control valve 12 opens the control connection channel 203, decreasing the pressure in the control chamber 27. This causes the control block 26 and the pressure regulating valve core 24 to move, increasing the opening of the pressure relief orifice 201. This increases the pressure relief from the pressurization oil passage 102 to the pressurization chamber 302, thus decreasing the pressure. This proactive and responsive pressure regulation capability ensures that the plunger 32 accurately pressurizes the second set fuel under different operating conditions, thereby optimizing the injection timing, injection quantity, and injection pressure. This significantly improves fuel atomization and combustion efficiency, reduces emissions, and enhances the overall adaptability and reliability of the device.

[0039] In this embodiment, the second control valve assembly also includes a control spring 22 and a control rod 23 coaxially disposed within the control valve body 21. The control rod 23, the pressure regulating valve core 24, and the control block 26 are arranged sequentially in the transverse direction. The control rod 23 and the control block 26 are respectively attached to the two ends of the pressure regulating valve core 24. One end of the control spring 22 abuts against the control valve body 21, and the other end abuts against the control rod 23. The control rod 23 is driven by the control spring 22 and tends to move away from the pressurized connection channel.

[0040] The control spring 22 is an elastic element whose main function is to provide a preset, stable mechanical force to apply pushing or pulling force to other mechanical components. In this embodiment, the control spring 22 is used to provide a continuous biasing force to influence the movement trend of the control rod 23, thereby indirectly acting on the pressure regulating valve core 24. The main function of the control rod 23 is to transmit force or movement. In this embodiment, the control rod 23 serves as the force transmission medium between the control spring 22 and the pressure regulating valve core 24, effectively transmitting the biasing force generated by the control spring 22 to the pressure regulating valve core 24, ensuring the accuracy of the direction and path of the force. The material and dimensions of the control rod 23 should ensure sufficient strength and stiffness during force transmission and reduce frictional losses. Specifically, the control rod 23, the pressure regulating valve core 24, and the control block 26 are arranged sequentially in the transverse direction. Simultaneously, the control rod 23 and the control block 26 are respectively attached to both ends of the pressure regulating valve core 24, allowing the pressure regulating valve core 24 to be subjected to forces from two directions, thereby achieving precise balance and positioning. One end of the control spring 22 abuts against the control valve body 21, and the other end abuts against the control rod 23. This ensures that the control spring 22 can stably provide a preset bias force. Based on this, the control rod 23, driven by the control spring 22, tends to move away from the pressurized connection channel. This describes the directionality of the force applied by the control spring 22 to the control rod 23, providing a clear bias direction for the pressure regulating valve core 24. This allows it to be in a preset position when no other external force is applied, or to provide a restoring force when subjected to other forces, thereby enhancing the positioning stability and responsiveness of the pressure regulating valve core 24. Thus, by introducing the control spring 22 and the control rod 23, and coaxially arranging them within the control valve body 21, with the control rod 23, pressure regulating valve core 24, and control block 26 arranged sequentially laterally, the control rod 23 and control block 26 respectively corresponding to the two ends of the pressure regulating valve core 24. In this configuration, one end of the control spring 22 abuts against the control valve body 21, and the other end abuts against the control push rod 23, causing the control push rod 23 to be driven by the control spring 22 to tend to move away from the pressurization connection channel. This configuration provides a stable mechanical preload to the pressure regulating valve core 24. When the pressure in the control chamber 27 changes, the force applied to the pressure regulating valve core 24 by the control block 26 balances the force applied by the control spring 22 through the control push rod 23, making the positioning of the pressure regulating valve core 24 more precise and stable. This effectively solves the problems of inaccurate positioning and untimely reset of the pressure regulating valve core 24 that may be caused by relying solely on hydraulic drive, significantly improving the accuracy and response speed of the opening or closing of the pressure relief hole 201, thereby ensuring precise control of the pressure in the pressurization chamber 302, and thus improving the fuel injection accuracy and reliability of the entire integrated clean fuel high-pressure injection device.

[0041] In this embodiment, the injection valve assembly includes an injection valve body 37, a swash plate 35, an injection control valve 41, a first injection valve group 4, and a second injection valve. The swash plate 35 and the injection valve body 37 are sequentially installed longitudinally on the bottom surface of the pump body 31. The first injection valve group 4 includes an injection control valve 41 and a first injection valve. The first injection valve is installed inside the injection valve body 37, and the injection control valve 41 is installed at the bottom of the pump body 31. The injection control valve 41 is used to control the opening or closing of the first injection valve. The first injection valve is located at the end of the first injection passage 103 to control the opening or closing of the first injection passage 103. The second injection valve includes a second injection valve core 36. The second injection valve core 36 is installed inside the injection valve body 37 and located at the end of the second injection passage 304. After the second set fuel is pressurized, the second injection valve core 36 can be slid by the pressurized second set fuel to open the second injection passage 304.

[0042] Specifically, the injection valve body 37, as the main structure of the injection valve assembly, is used to house and fix other injection valve components and guide fuel flow to the injection port. The stroke-limiting disc 35 is typically a ring-shaped or disc-shaped mechanical component whose main function is to limit the stroke of the injection valve core, ensuring precise displacement of the injection valve during opening and closing, thereby controlling the injection quantity and characteristics. The injection control valve 41 is an independent control unit used to receive external control signals (such as electrical or hydraulic signals) and convert them into mechanical actions to precisely control the opening and closing of the first injection valve. It can be in the form of a solenoid valve, piezoelectric valve, or hydraulic control valve, and its response speed and control accuracy directly affect the injection performance of the first set fuel. The first injection valve is an actuator that directly controls the injection of the first set fuel. When the injection control valve 41 issues a command, the valve core of the first injection valve moves, thereby opening or closing the first injection passage 103 to achieve the injection of the first set fuel. The second injection valve is an actuator that directly controls the injection of the second set fuel. Its structure may be similar to that of the first injection valve, but its driving method is different. It is responsible for automatically or in a controlled manner opening after the second set fuel is pressurized, so as to realize the injection of the second set fuel.

[0043] The swash plate 35 and the injection valve body 37 are sequentially mounted longitudinally on the bottom surface of the pump body 31. This mounting method ensures a tight connection and precise alignment between the injection valve assembly and the pump body 31, which is beneficial for the smooth transmission of high-pressure fuel and the stable operation of the injection valve assembly. The longitudinal sequential mounting means that these components are stacked along the axis of the pump body 31, forming a compact integrated structure that facilitates integration and maintenance. The injection control valve 41 is mounted at the bottom of the pump body 31, close to the first injection valve, which shortens the transmission path of the control signal and improves response speed and control accuracy. The second injection valve core 36 is the core component of the second injection valve; it opens or closes the second injection passage 304 through its own movement. The second injection valve core 36 is also mounted inside the injection valve body 37 and located at the end of the second injection passage 304, directly controlling the injection of the second set fuel. This position ensures that the second injection valve core 36 can directly respond to the pressure of the pressurized second set fuel and achieve effective control of the injection. When the second set fuel reaches the preset opening pressure after pressurization, its high pressure acts on the second injection valve core 36, overcoming the valve core's closing force (such as spring force or hydraulic balance force), driving the valve core to slide, thereby opening the second injection oil passage 304 and realizing the injection of the second set fuel. This design simplifies the control system, using the fuel's own pressure as the driving force to achieve efficient injection. Thus, through the refined design of the injection valve assembly of the integrated clean fuel high-pressure injection device, its internal structure and working mechanism have been clarified. Specifically, the injection control valve 41 can actively control the opening and closing of the first injection valve, thereby achieving precise control of the timing and duration of the first set fuel injection. Simultaneously, the second injection valve core 36 is directly driven to slide open by the pressurized second set fuel, forming a simple and efficient self-driven injection mechanism, ensuring that the second set fuel can be injected promptly and accurately after reaching the preset high pressure. This design, combining independent dual-valve control with self-drive, effectively solves the challenge of coordinating or independently injecting two different fuels in a single injection device. This significantly improves the flexibility and precision of fuel injection, allowing it to better adapt to combustion demands under different operating conditions, optimize the combustion process, and enhance the utilization efficiency of clean fuels. Furthermore, the limit disc 35 ensures the precise stroke of the injection valve core, further guaranteeing the consistency and stability of the injection quantity.

[0044] In this embodiment, the bottom of the pump body 31 is provided with a first mounting cavity, the injection valve body 37 is provided with a first injection cavity, the first injection oil passage 103 is connected to the first injection cavity, the bottom of the first injection cavity is provided with a first injection port, the first injection valve includes a first injection valve core 48, the first injection valve core 48 is installed in the first injection cavity in a driveable manner that can move longitudinally, the injection control valve 41 is installed in the first injection cavity, the injection control valve 41 controls the movement of the first injection valve core 48, and the first injection port opens or closes with the movement of the injection valve core.

[0045] Specifically, the first injection chamber inside the injection valve body 37 is the core area for controlling the injection of the first set fuel. This chamber is designed to accommodate the first injection valve core 48 and provide precise guidance for it. In a preferred embodiment, the geometry of the first injection chamber matches the shape of the first injection valve core 48 to ensure smooth longitudinal reciprocating motion of the valve core and to form an effective seal. The first injection passage 103 communicates with the first injection chamber, meaning that the first set fuel, after passing through the fuel system, is directly guided to the first injection chamber. This communication ensures that fuel is efficiently and with low loss delivered from the fuel supply system to the core injection area, providing sufficient fuel for subsequent injection actions. The design of the communication port takes into account hydrodynamic characteristics to optimize the fuel flow path and reduce pressure loss. A first injection port is provided at the bottom of the first injection chamber, which is the outlet for the first set fuel to be finally injected into the external environment (e.g., the engine combustion chamber). The first injection valve includes the first injection valve core 48, which is the core actuator of the first injection valve. The first injection valve core 48 directly controls the opening and closing of the first injection port through its own longitudinal movement. The injection control valve 41 controls the movement of the first injection valve core 48, and this control relationship is key to achieving precise injection. The control valve acts directly or indirectly on the first injection valve core 48 by generating or releasing pressure, electromagnetic force, etc., causing it to move longitudinally within the first injection chamber. When the first injection valve core 48 moves longitudinally within the first injection chamber to a position away from the injection port, the injection port is opened, and the first set fuel is injected; when the valve core moves to a position that contacts the injection port and forms a seal, the injection port is closed, and fuel injection stops. This direct mechanical control method ensures the reliability and sealing of the injection process, preventing unintended fuel leakage.

[0046] In a preferred embodiment, the injection control valve 41 is a solenoid valve. The injection control valve 41 includes an injection control valve spring 42, an injection control valve armature 43, and an injection control valve armature valve core 44. The injection control valve 41 can directly control the opening or closing of the first injection valve, such as by using a needle valve, with the injection control valve armature valve core 44 directly connected to the first injection valve to achieve synchronous operation and opening / closing control. Alternatively, it can indirectly control the valve, such as by controlling the connection between different chambers or oil passages, thereby creating a pressure difference across the first injection valve core 48, indirectly driving its movement to achieve control. This is understandable to those skilled in the art and will not be elaborated upon here. Through the above technical solution, a clear and controlled fluid path and a precise switching mechanism are provided for the injection of the first set fuel. It ensures that the first injection valve core 48 can respond stably and reliably to control commands, effectively avoiding fuel leakage and inaccurate injection problems, thereby improving the accuracy and efficiency of fuel injection and optimizing the atomization effect and combustion performance of clean fuel.

[0047] In this embodiment, the first injection valve also includes a compression spring 47. The compression spring 47 is installed on the top of the first injection valve core 48, and after installation, the compression spring 47 is in a pre-compressed state. The first injection valve core 48 is driven by the compression spring 47 to move downward in the vertical direction to close the first injection port. The first injection valve core 48 can be controlled by the first injection valve to move upward in the vertical direction to open the first injection port.

[0048] Specifically, the compression spring 47 is an elastic element that can recover when compressed. The compression spring 47 is mounted on the top of the first injection valve core 48, with one end fixed to the top of the valve core and the other end abutting against the inner wall of the injection valve body 37 or pump body 31. During installation, the compression spring 47 is pre-compressed to a certain degree, placing it in a pre-compressed state, thereby applying a continuous, preset downward force to the first injection valve core 48 from the initial position. This pre-compressed state ensures that the compression spring 47 always provides a downward driving force to the first injection valve core 48, guaranteeing that the first injection port is reliably closed even when the system is not operating or the injection control valve 41 is not activated, effectively preventing accidental fuel leakage. When the injection control valve 41 does not apply an upward force, the pre-compression force of the compression spring 47 drives the first injection valve core 48 downward until the first injection port is completely closed. When fuel injection is required, the injection control valve 41 generates an upward driving force, which can be in the form of electromagnetic force, hydraulic force or pneumatic force. When the magnitude of the driving force is sufficient to overcome the preload of the compression spring 47, the first injection valve core 48 will move upward in the vertical direction, thereby opening the first injection port and allowing the first set fuel to be injected from the first injection port through the first injection oil passage 103. In this embodiment, the injection control valve 41 indirectly controls the action of the first injection valve core 48 through pressure difference. Specifically, the compression spring 47 is sleeved on the upper part of the first injection valve core 48. After the first injection valve core 48 is installed in the first injection chamber, it is longitudinally divided into a front injection chamber 307 and a rear injection chamber 306. The first injection valve also includes a pad 46, which is disposed between the compression spring 47 and the limit plate 35. After installation, one end of the compression spring 47 abuts against the pad 46. The pad 46 has a front chamber oil inlet 402. The first set fuel portion in the first injection oil passage 103 enters the front injection chamber 307 through the front chamber oil inlet 402, and the remainder enters the rear injection chamber 306. The limit plate 35 is provided with an intermediate connecting channel 401 that connects the first injection chamber and the first mounting chamber. The top of the first injection valve core 48 passes through the pad 46 and is inserted into the middle. Intermediate connecting channel 401, injection control valve 41's injection control valve armature valve core 44 is connected to a steel ball 45. Injection control valve 41 controls steel ball 45 to move downward and block the end of intermediate connecting channel 401, so that the first mounting cavity and intermediate connecting channel 401 are blocked. At this time, the first injection valve core 48 is driven downward by compression spring 47, and the first injection port is closed. Injection control valve 41 controls steel ball 45 to move upward, intermediate connecting channel 401 is opened, and the first mounting cavity and intermediate connecting channel 401 are connected. After connection, the pressure in the first mounting cavity is less than the first injection cavity, so that the pressure in the pre-injection cavity 307 is reduced and less than the post-injection cavity 306. The first injection valve is driven to move axially upward, the first injection port is opened, and the first set fuel is injected from the first injection port through the first injection oil passage 103. Thus, the control of the injection of the first set fuel is completed.Through the above technical solution, this application ensures that the first injection valve core 48 can be reliably driven downward in the non-injection state by introducing a compression spring 47 and placing it in a pre-compressed state, thereby effectively closing the first injection port. This significantly improves the sealing performance of the integrated clean fuel high-pressure injection device, avoids accidental fuel leakage during non-injection periods, and ensures the accuracy of injection and the safety of the system. At the same time, the continuous closing force provided by the compression spring 47 means that the injection control valve 41 only needs to provide the drive to overcome the spring force when injection is required, simplifying the control strategy and improving the response speed and reliability of the injection port closure.

[0049] In this embodiment, the second injection valve also includes a pressure regulating spring 33 and an injection push rod 34. The lower part of the pump body 31 has a second mounting cavity, the injection valve body 37 has a second injection chamber 305, the second injection oil passage 304 is connected to the second injection chamber 305, the bottom of the second injection chamber 305 has a second injection port, the pressure regulating spring 33 is installed in the second mounting cavity, the injection push rod 34 is set in the second mounting cavity and inserted into the limit plate 35, the top of the second injection valve core 36 is inserted into the limit plate 35 and abuts against the injection push rod 34. After installation, the pressure regulating spring 33 is in a pre-compression state. The second injection valve core 36 can be driven by the pressure regulating spring 33 to move downward in the vertical direction to close the second injection port. The second control valve can be driven by the pressurized second set fuel to move upward in the vertical direction to open the second injection port.

[0050] Specifically, the pressure regulating spring 33 provides a downward preload to the second injection valve core 36 to ensure that the second injection valve core 36 can reliably close the second injection port when the second set fuel pressure does not reach the preset value, preventing unexpected fuel injection. The setting of its preload directly determines the opening pressure threshold of the second injection valve, which is crucial for achieving precise injection control. The injection push rod 34, serving as a force transmission and motion guide, is installed in the second mounting cavity. One end contacts the pressure regulating spring 33, and the other end directly abuts against the top of the second injection valve core 36 after insertion into the limit plate 35. It is responsible for transmitting the preload of the pressure regulating spring 33 to the second injection valve core 36, and simultaneously providing stable guidance when the second injection valve core 36 moves upward under pressure, ensuring smooth sliding in the vertical direction and avoiding jamming or deflection. The injection valve body 37 has a second injection chamber 305, which directly communicates with the second injection oil passage 304 and accommodates the second injection valve core 36. This cavity is where the second set fuel gathers before injection and is finally ejected through the second injection port. The second injection passage 304 is connected to the second injection chamber 305. This connection ensures that the pressurized second set fuel can directly act on the second injection valve core 36, thereby driving it to open. The bottom of the second injection chamber 305 has a second injection port, which is the channel through which the second set fuel is finally ejected from the injection device. The movement of the second injection valve core 36 directly controls the opening and closing of this injection port. The pressure regulating spring 33 is in a pre-compressed state after installation. It ensures that the second injection valve core 36 can be reliably driven downward when there is no external pressure, thereby keeping the second injection port closed and preventing fuel leakage. At the same time, the pre-compressed state also sets the minimum fuel pressure threshold required for the second injection valve to open. The second injection valve core 36 can be driven by the pressure regulating spring 33 to move downward in the vertical direction to close the second injection port. This is the closing mechanism of the second injection valve core 36. When the pressure of the second set fuel is insufficient to overcome the preload of the pressure regulating spring 33, the spring force of the pressure regulating spring 33 will drive the injection push rod 34 and the second injection valve core 36 to move vertically downwards until the second injection valve core 36 completely blocks the second injection port, achieving reliable closure. The second injection valve core 36 can be driven vertically upwards by the pressurized second set fuel to open the second injection port; this is the opening mechanism of the second injection valve core 36. When the pressure of the pressurized second set fuel acts on the bottom of the second injection valve core 36, and the upward thrust generated by this pressure is greater than the preload of the pressure regulating spring 33, the second injection valve core 36 will overcome the spring force and move vertically upwards, thereby opening the second injection port and allowing the second set fuel to be injected. Thus, through the above technical solution, a well-defined and reliable opening and closing mechanism for the second injection valve is provided.The pre-compression state of the pressure regulating spring 33 ensures that the second injection valve core 36 can be reliably driven downward when the second set fuel pressure has not reached the preset value, thereby effectively closing the second injection port, avoiding unexpected fuel leakage, and improving system safety. Simultaneously, this pre-compression state also sets the precise opening pressure threshold of the second injection valve, ensuring that only when the second set fuel is sufficiently pressurized and reaches a specific pressure can the upward thrust generated overcome the spring force, driving the second injection valve core 36 upward to accurately open the second injection port. The cooperation between the injection push rod 34 and the limit disc 35 further ensures that the movement trajectory of the second injection valve core 36 is stable and controlled during opening and closing, avoiding jamming or deflection, thus ensuring precise control of the injection timing and quantity of the second set fuel. This precise opening and closing control helps achieve better fuel atomization and combustion efficiency, thereby improving engine performance and emissions.

[0051] In this embodiment, a one-way valve 38 is provided at the inlet position of the second oil inlet channel 301. Specifically, "inlet position" refers to the starting point where the second oil inlet channel 301 connects to the external fuel supply system, or more specifically, the position of the second oil inlet channel 301 near the fuel source or in the initial stage when the fuel enters the pressurized chamber 303. The one-way valve 38 is a valve that allows fluid to flow freely in one direction but prevents flow in the opposite direction; its core function is to prevent fluid backflow. Thus, by providing a one-way valve 38 at the inlet position of the second oil inlet channel 301 through the above technical solution, the problem of high-pressure fuel potentially flowing back along the second oil inlet channel 301 when the plunger 32 pressurizes the second set fuel in the pressurized chamber 303 is effectively solved. Specifically, when the plunger 32 pressurizes the second set fuel in the pressurized chamber 303, causing the pressure in the pressurized chamber 303 to rise, the one-way valve 38 immediately closes, thereby preventing the pressurized second set fuel from flowing back into the second inlet passage 301. This ensures that the second set fuel can only flow into the pressurized chamber 303 in one direction, avoiding the impact and potential damage to the fuel supply line caused by fuel backflow, and ensuring the stability and safety of fuel supply. At the same time, it prevents the loss of pressurization energy, improves the efficiency and accuracy of the pressurization process of the plunger 32, and enables the injection device to perform high-pressure fuel injection more stably and reliably, thereby optimizing the operating performance and control precision of the entire integrated clean fuel high-pressure injection device.

[0052] In actual operation, in this embodiment, the control connection channel 203 is provided with a conical surface I28, and the bottom of the pressure relief valve core 15 is provided with a conical mating surface I153 that conforms to it. The pressure relief valve core 15 blocks the control connection channel 203 by fitting the mating surface I153 with the conical surface I28. The valve core mounting channel is provided with a conical surface II25, and the pressure regulating valve core 24 is provided with a conical mating surface II that conforms to it. The pressure regulating valve core 24 blocks and disconnects the pressure relief hole 201 from the pressure-pressurizing connection channel by fitting the mating surface II with the conical surface II25. The pressure relief control valve 12 drives the pressure relief valve core 15 to move upward so that the control connection channel 203 is blocked, and the first set fuel passes through the control oil passage 104. Upon entering the control chamber 27, the pressure in the control chamber 27 increases, driving the control block 26 to move towards the pressurized connection channel, and simultaneously driving the pressure regulating valve core 24 to move laterally, so that the pressure relief hole 201 is blocked and disconnected from the pressurized connection channel. The first set fuel enters the pre-pressurization chamber 302 through the pressurized oil passage 102 and the pressurized connection channel, driving the plunger 32 to move longitudinally to pressurize the second set fuel entering the post-pressurization chamber 303. The pressurized second set fuel drives the second injection valve core 36 to move longitudinally upward, the second injection port opens, and the pressurized second set fuel is ejected. After the second set fuel is ejected, the pressure in the second injection chamber 305 decreases, and the second injection valve core 36 is driven by the pressure regulating spring 33. The pressure relief valve 12 moves downward, closing the second injection port. The pressure relief valve 15 moves downward, connecting the control chamber 27 to the oil drain passage 105. The pressure in the control chamber 27 decreases, driving the pressure relief valve 15 away from the pressurization connection channel. The pressure relief port 201 connects to the pressurization connection channel, reducing the pressure in the pre-pressurization chamber 302. The second set fuel continuously enters the post-pressurization chamber 303, causing the pressure in the post-pressurization chamber 303 to be higher than that in the pre-pressurization chamber 302. The plunger 32 moves upward under the pressure difference. The limit plate 35 has an intermediate connection channel 401 connecting the first injection chamber and the first mounting chamber. The top of the first injection valve 48 is inserted into the intermediate connection channel 401. 41 is connected to a steel ball 45. The injection control valve 41 controls the steel ball 45 to move downward and block the end of the intermediate connecting channel 401, so that the first mounting cavity and the intermediate connecting channel 401 are blocked. At this time, the first injection valve core 48 is driven downward by the compression spring 47, and the first injection port is closed. The injection control valve 41 controls the steel ball 45 to move upward, and the intermediate connecting channel 401 is opened. The first mounting cavity and the intermediate connecting channel 401 are connected. After the connection, the pressure in the first mounting cavity is less than that in the first injection cavity, so that the pressure at the top of the first injection valve decreases. The first injection valve is driven to move axially upward, the first injection port is opened, and the first set fuel is injected from the first injection port through the first injection oil passage 103.

[0053] Thus, this embodiment provides a precise operating sequence and control mechanism for an integrated clean fuel high-pressure injection device. Through the precise fit between conical surface I 28 and mating surface I 153, and between conical surface II 25 and mating surface II, the pressure integrity and sealing reliability of the control chamber 27 and the pre-pressurization chamber 302 are ensured at different operating stages, effectively preventing fuel leakage and pressure loss. The precise control of the pressure relief valve 12 on the pressure relief valve core 15, combined with the linkage of the control chamber 27 pressure-driven control block 26 and the pressure regulating valve core 24, achieves precise isolation and communication between the pre-pressurization chamber 302 and the pressure relief hole 201, thereby ensuring the stability and efficiency of the plunger 32 in pressurizing the second set fuel. Simultaneously, the opening of the second injection valve core 36 driven by the pressurized fuel and its closing driven by the pressure regulating spring 33 form a highly efficient and responsive second set fuel injection cycle. Furthermore, through the synergistic action of the limit plate 35, the intermediate connecting channel 401, the steel ball 45, and the first injection control valve 41, precise control of the first set fuel injection, including the opening and closing of the injection port, is achieved. Overall, this technical solution ensures that the two types of fuels can be injected sequentially with high pressure, high precision, and high efficiency according to the preset operating conditions by finely controlling the timing and structure of the valve body, oil circuit and plunger 32. This significantly improves the fuel economy and emission performance of the device, and enhances the stability and reliability of the system operation.

[0054] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0055] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. An integrated clean fuel high-pressure injection device, characterized in that: It includes a primary control valve assembly, a pump injector assembly, and an oil circuit system; the primary control valve assembly includes a valve housing, the pump injector assembly includes a pump body, a plunger, and an injection valve assembly, the primary valve housing and the pump body are arranged sequentially along the longitudinal direction, and the injection valve assembly is installed at the lower end of the pump body along the longitudinal direction; The oil circuit system includes a first oil inlet passage, a first injection passage, a second oil inlet passage, and a second injection passage. The first oil inlet passage is disposed in the valve housing for supplying a first set fuel. The first end of the first injection passage is connected to the first oil inlet passage, and the end of the first injection passage extends longitudinally from the valve housing to the bottom injection valve assembly of the pump body. The pump body is provided with a reinforcing chamber. The plunger is slidably disposed in the pressurizing chamber, and the plunger divides the reinforcing chamber into a pre-pressurizing chamber and a post-pressurizing chamber along its sliding direction. The second oil inlet passage is connected to the post-pressurizing chamber so that the second set fuel flows into the post-pressurizing chamber and is pressurized by the plunger. The first end of the second injection passage is connected to the post-pressurizing chamber, and the end of the second injection passage is connected to the injection valve assembly. The injection valve assembly controls the opening or closing of the first injection passage and the second injection passage, respectively.

2. The integrated clean fuel high-pressure injection device according to claim 1, characterized in that: It also includes a secondary control valve assembly, which includes a control valve body and a pressure regulating valve core. The valve housing, control valve body and pump body are connected in sequence along the longitudinal direction. The end of the first injection passage extends longitudinally from the valve housing through the control valve body to the bottom of the pump body of the injection valve assembly. The oil circuit system also includes a pressurized oil passage, the first end of which is connected to the first oil inlet passage, and the end of which is connected to the pressurized front chamber; the control valve body has a pressure relief hole connected to the pressurized oil passage, and the pressure regulating valve core is installed in the control valve body at the position corresponding to the pressure relief hole, and the pressure regulating valve core can be controlled to slide to open or close the pressure relief hole.

3. The integrated clean fuel high-pressure injection device according to claim 2, characterized in that: The primary control valve assembly further includes a pressure relief control valve, the secondary control valve assembly further includes a control block, the oil circuit system further includes a control oil passage, and the valve housing is provided with a drain oil passage; the control valve body is provided with a pressurization connection channel, a valve core mounting channel, a control chamber, and a control connection channel, the end of the pressurization oil passage is connected to the pressurization front chamber through the pressurization connection channel; the beginning of the control oil passage is connected to the first oil inlet passage, and the end of the control oil passage is connected to the control chamber, the control chamber and the drain oil passage are connected through the control connection channel, and the pressure relief control valve is installed on the valve housing. The control valve has a pressure relief valve core, which passes through the control connection channel. The pressure relief valve core can be moved in a single degree of freedom by the pressure relief control valve to control the opening and closing of the oil discharge passage and the control chamber. The control block is slidably installed in the control chamber. In the transverse direction, the control block and the control connection channel are respectively located on both sides of the end of the control oil passage. The valve core mounting channel connects the pressurization connection channel and the control chamber. The pressure relief hole is opened in the valve core mounting channel. The pressure regulating valve core is slidably installed in the valve core mounting channel, and one end of the pressure regulating valve core is fitted with the control block.

4. The integrated clean fuel high-pressure injection device according to claim 3, characterized in that: The second control valve assembly further includes a control spring and a control push rod coaxially disposed within the control valve body. The control push rod, the pressure regulating valve core, and the control block are arranged sequentially in the transverse direction. The control push rod and the control block are respectively attached to the two ends of the pressure regulating valve core. One end of the control spring abuts against the control valve body, and the other end abuts against the control push rod. The control push rod is driven by the control spring and tends to move away from the pressurized connection channel.

5. The integrated clean fuel high-pressure injection device according to claim 4, characterized in that: The injection valve assembly includes an injection valve body, a limit disc, an injection control valve, a first injection valve group, and a second injection valve. The limit disc and the injection valve body are sequentially installed longitudinally on the bottom surface of the pump body. The first injection valve group includes an injection control valve and a first injection valve. The first injection valve is installed in the injection valve body, and the injection control valve is installed at the bottom of the pump body. The injection control valve is used to control the opening or closing of the first injection valve. The first injection valve is located at the end of the first injection passage to control the opening or closing of the first injection passage. The second injection valve includes a second injection valve core. The second injection valve core is installed in the injection valve body and located at the end of the second injection passage. After the second set fuel is pressurized, the second injection valve core can be slid by the pressurized second set fuel to open the second injection passage.

6. The integrated clean fuel high-pressure injection device according to claim 5, characterized in that: The pump body has a first mounting cavity at its bottom, and the injection valve body has a first injection chamber. The first injection oil passage communicates with the first injection chamber. The bottom of the first injection chamber has a first injection port. The first injection valve includes a first injection valve core, which is installed in the first injection chamber in a drivable, longitudinally movable manner. The injection control valve is installed in the first injection chamber and controls the movement of the first injection valve core. The first injection port opens or closes as the injection valve core moves.

7. An integrated clean fuel high-pressure injection device according to claim 6, characterized in that: The first injection valve also includes a compression spring, which is installed on the top of the first injection valve core. After installation, the compression spring is in a pre-compressed state. The first injection valve core is driven by the compression spring to move downward in the vertical direction to close the first injection port. The first injection valve core can be controlled by the first injection valve to move upward in the vertical direction to open the first injection port.

8. An integrated clean fuel high-pressure injection device according to claim 7, characterized in that: The second injection valve further includes a pressure regulating spring and an injection push rod. The lower part of the pump body has a second mounting cavity, and the injection valve body has a second injection chamber. The second injection oil passage is connected to the second injection chamber, and the bottom of the second injection chamber has a second injection port. The pressure regulating spring is installed in the second mounting cavity, and the injection push rod is disposed in the second mounting cavity and inserted into the limit plate. The top of the second injection valve core is inserted into the limit plate and abuts against the injection push rod. After installation, the pressure regulating spring is in a pre-compressed state. The second injection valve core can be driven by the pressure regulating spring to move downward in the vertical direction to close the second injection port. The second control valve can be driven by the pressurized second set fuel to move upward in the vertical direction to open the second injection port.

9. An integrated clean fuel high-pressure injection device according to claim 8, characterized in that: A check valve is installed at the inlet of the second oil inlet.

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