Dual fuel integrated injector based on single solenoid control

Abstract

The application aims to provide a dual-fuel integrated injector based on single electromagnetic valve control, belonging to the field of fuel injection devices, comprising a fastening cap, a fastening sleeve, a fuel supply and switching module, an injector body, a control oil cavity, a needle valve, a pressure chamber and a spray hole, wherein the fuel supply and switching module, the control oil cavity, the needle valve, the pressure chamber and the spray hole are arranged from top to bottom inside the fuel injector, a needle valve return spring is arranged above the middle boss of the needle valve, a low-carbon and carbon-free fuel one-way inlet and a No.1 fuel channel are arranged on the left side of the fuel supply and switching module, a diesel one-way inlet and a No.2 fuel channel are arranged on the right side of the fuel supply and switching module, a one-way control oil inlet is arranged on the fastening sleeve and connected to the control oil cavity. The application can realize the injection of low-carbon, carbon-free fuel and diesel on one injector, and the injector of the application has simple structure and high reliability, which is helpful to apply low-carbon, carbon-free fuel such as ammonia to power systems.

Description

Technical Field

[0001] The present invention relates to an engine fuel device, specifically a dual-fuel injector. Background Technology

[0002] With the current advanced state of power equipment, achieving carbon reduction goals by simply improving the efficiency of existing power equipment has become extremely difficult. This makes developing power equipment that utilizes carbon-free or low-carbon fuels a crucial approach to achieving carbon reduction objectives in the power sector. To address the drawbacks of high latent heat of vaporization and poor flammability of low-carbon and carbon-free fuels, diesel fuel is often used for ignition, and some diesel is mixed in during combustion. However, adding an alternative fuel injector to the existing diesel engine cylinder head is severely limited by space constraints. Therefore, an integrated fuel injector that combines alternative and conventional fuels has become a superior option.

[0003] However, existing dual-fuel integrated injectors often face the following technical challenges:

[0004] (1) In order to use one injector to inject two types of fuel, multiple solenoid valves are often installed inside the injector, and the oil circuit is numerous and complex. This not only greatly increases the energy consumption of the entire injector, but the complex design also increases the failure rate and maintenance cost of the injector.

[0005] (2) The corrosiveness of low-carbon fuels will greatly reduce the service life of the injector and will be more prone to cavitation erosion than conventional fuels, especially at the throttling position of the control valve, which will severely shorten the service life of the injector. Summary of the Invention

[0006] The purpose of this invention is to provide a dual-fuel integrated injector based on single solenoid valve control that can better enable the application of low-carbon and carbon-free fuels such as ammonia to power systems.

[0007] The objective of this invention is achieved as follows:

[0008] The present invention is based on a dual-fuel integrated injector controlled by a single solenoid valve, characterized in that: it includes a fuel supply and switching module valve, a fastening sleeve, an injector body, a needle valve, and a needle valve sleeve, wherein the injector body and the needle valve sleeve are installed in the fastening sleeve from top to bottom, and the fuel supply and switching module is installed above the injector body.

[0009] The fuel supply and switching module includes a fastening cap, an upper fuel channel connecting block, a middle fuel channel block, a lower fuel channel connecting block, an armature, an outer valve block, an inner valve stem, and a ball valve. The upper fuel channel connecting block, middle fuel channel block, and lower fuel channel connecting block are arranged from top to bottom. The fastening cap is located above the upper fuel channel connecting block and contains an electromagnet. The armature is installed in the upper fuel channel connecting block. The outer valve block is installed in the upper fuel channel connecting block, the middle fuel channel block, and the lower fuel channel connecting block. The upper end of the inner valve stem is installed in the armature, and the lower part of the inner valve stem is... The armature is installed in the outer valve block, and an armature return spring is set above the armature. An outer valve block return spring is sleeved on the outside of the inner valve rod between the outer valve block and the armature. The first passage and the second passage are respectively set on the left and right sides of the lower part of the outer valve block. The fuel passage is formed by the upper connecting block and the middle block of the fuel passage. The fuel passage is formed by the middle block of the fuel passage and the lower connecting block of the fuel passage. The fuel passage is formed by the third passage and the fourth passage. The first fuel passage is equipped with a carbon-free fuel one-way inlet, the second fuel passage is equipped with a diesel fuel one-way inlet, and a ball valve is installed below the inner valve rod.

[0010] The present invention may also include:

[0011] 1. A control oil chamber is formed between the upper part of the needle valve and the lower connecting block of the fuel passage. A needle valve protrusion is set in the middle of the needle valve. A needle valve return spring is sleeved on the upper part of the needle valve protrusion. A pressure chamber is formed between the lower part of the needle valve protrusion and the needle valve sleeve. A spray hole is set in the needle valve sleeve below the needle valve.

[0012] 2. The fastening sleeve is provided with a one-way control oil inlet, which is connected to the control oil chamber.

[0013] 3. The right-side interfaces of fuel passage 1 and fuel passage 3, as well as the left-side interfaces of fuel passage 2 and fuel passage 4, are all throttling orifices.

[0014] 4. During the injection preparation stage, the fuel supply and switching module valve is not energized. Under the action of the armature return spring, the armature drives the inner valve stem to sit. The ball valve seals the throttle orifice above the control oil chamber. On one hand, high-pressure diesel enters the pressure chamber through the diesel one-way inlet, fuel passage No. 2, the second passage on the right side of the outer valve block, and fuel passage No. 4. On the other hand, high-pressure diesel enters the control oil chamber through the one-way control oil inlet. The needle valve sits on the valve seat at the nozzle under the combined action of the needle valve return spring preload and hydraulic force, and no fuel is injected.

[0015] 5. When using diesel injection mode, the fuel supply and switching module valve is at a low potential. Under the action of electromagnetic force, the armature overcomes the elastic force of the armature return spring and drives the inner valve rod to move upward. The outer valve block does not move, and the sealing ball valve opens to return oil. As the oil return process proceeds, the fuel pressure in the control oil chamber decreases until the hydraulic pressure at the lower end of the needle valve is greater than the sum of the hydraulic pressure in the control oil chamber and the elastic force of the needle valve return spring. The needle valve begins to lift, and high-pressure diesel is injected from the injection hole.

[0016] 6. When using low-carbon or zero-carbon fuel injection mode, the fuel supply and switching module valve is at a high potential. Under the action of electromagnetic force, the armature continues to overcome the elastic force of the armature return spring, causing the inner valve rod to rise. The outer valve block moves upward under the action of the inner valve rod, overcoming the elastic force of the outer valve block return spring. Fuel channel 1 and fuel channel 3 are connected through the first passage of the outer valve block, while fuel channel 2 and fuel channel 4 are disconnected. The sealing ball valve opens to return oil. As the oil return process proceeds, the fuel pressure in the control oil chamber decreases. At the same time, high-pressure low-carbon or zero-carbon fuel enters the pressure chamber through the low-carbon / carbon-free fuel one-way inlet, fuel channel 1, the first passage of the outer valve block, and fuel channel 3. The pressure continues until the hydraulic pressure at the lower end of the needle valve is greater than the sum of the hydraulic pressure in the control oil chamber and the elastic force of the needle valve return spring. The needle valve then begins to lift, and high-pressure low-carbon or zero-carbon fuel is ejected from the nozzle.

[0017] The advantages of this invention are:

[0018] 1. This invention enables the use of a single injector to inject both low-carbon or zero-carbon fuel and diesel fuel, effectively solving the problem of the difficulty in arranging two injectors on the cylinder head. Furthermore, the use of diesel fuel as the control oil reduces the corrosion of the injector by low-carbon or zero-carbon fuel.

[0019] 2. Compared with the existing dual-fuel integrated injector, the present invention only has one solenoid valve, with a simple internal structure, which is easy to process and corrosion-resistant. In addition, combined with the fuel supply and switching module, it can realize the start and end of injection and the switching between dual fuels, with complete functions.

[0020] 3. When switching the injected fuel, only the high and low potentials of the solenoid valve are switched, and the response speed is relatively fast. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the present invention;

[0022] Figure 2 This is a schematic diagram of the fuel supply and switching module.

[0023] Figure 3 This is a sectional view along the AA direction.

[0024] Reference numerals: 1. Fastening cap; 2. Fuel supply and switching module; 3. Diesel one-way inlet; 4. Carbon-free fuel one-way inlet; 5. Fuel passage 2; 6. Fuel passage 1; 7. Fuel passage 4; 8. One-way control oil inlet; 9. Control oil chamber; 10. Injector body; 11. Needle valve; 12. Pressure chamber; 13. Needle valve return spring; 14. Fastening sleeve; 15. Nozzle; 16. Needle valve sleeve; 17. Solenoid valve; 2-1. Armature return spring; 2-2. Armature; 2-3. Outer valve block return spring; 2-4. Outer valve block; 2-5. Limiting block; 2-6. Inner valve stem; 2-7. Second passage; 2-8. Ball valve; 2-9. Throttling orifice; 2-10. First passage; 2-11. Upper connecting block of fuel passage; 2-12. Middle block of fuel passage; 2-13. Lower connecting block of fuel passage; 2-14. Detailed Implementation

[0025] The invention will now be described in more detail with reference to the accompanying drawings:

[0026] Combination Figure 1-3 , Figure 1 The schematic diagram of the present invention shows a dual-fuel integrated injector controlled by a single solenoid valve, including a fastening cap 1, a fuel supply and switching module 2, an injector body 11, a control oil chamber 10, a needle valve 12, a pressure chamber 13, a fastening sleeve 15, and a nozzle 16. The fastening cap 1 and the injector body 11 are connected by a positioning pin, and the fastening sleeve 15 and the injector body 11 are connected by a thread. The fuel supply and switching module 2, the control oil chamber 10, the needle valve 12, the pressure chamber 13, and the nozzle 16 are arranged from top to bottom inside the injector. A needle valve return spring 14 is provided above the central boss of the needle valve 12. On the left side of the fuel supply and switching module 2, there is a low-carbon and carbon-free fuel one-way inlet 4 and a first fuel channel 6. On the right side, there is a diesel one-way inlet 3 and a second fuel channel 5. A one-way control oil inlet 9 is provided on the fastening sleeve 1 and connected to the control oil chamber 10. On the left side of the needle valve, there is a third fuel channel 8 and a fourth fuel channel 7. The right-side interfaces of fuel channels 6 and 8, and the left-side interfaces of fuel channels 5 and 7 are all throttling orifices. This allows for the use of a single injector for high-pressure liquid injection of two fuels, and enables simple and rapid switching between the two fuels during injection. It allows for the injection of the appropriate amount of diesel fuel at the right time to meet the combustion requirements of low-carbon or zero-carbon fuels. To effectively reduce the corrosion of low-carbon or zero-carbon fuels and ensure precise control, this invention uses diesel fuel as the control oil.

[0027] Figure 2This is a schematic diagram of the fuel supply and switching module, including a solenoid valve 2-1, an armature 2-3, an inner valve stem 2-7, an outer valve block 2-5, an outer valve block return spring 2-4, a ball valve 2-9, and a throttle orifice 2-10. An armature return spring 2-2 is located above the armature 2-3. The inner valve stem 2-7 is fixed on the armature 2-3, and the lower part is connected to the ball valve 2-9, which can move up and down with the armature 2-3. The outer valve block 2-5 is a hollow structure, which is sleeved on the outside of the inner valve stem 2-7. The lower part of the outer valve block 2-5 has a semi-circular passage 2-11 and 2-8 on each side, which can connect different fuel channels with the movement of the outer valve block 2-4 to realize fuel switching.

[0028] During the injection preparation stage, the fuel supply and switching module valve 2 is not energized. The armature 2-3, under the action of the armature return spring 2-2, drives the inner valve stem 2-7 to sit. The ball valve 2-9 seals the throttle orifice 2-10 above the control oil chamber 10. On the one hand, high-pressure diesel enters the pressure chamber 13 through the diesel one-way inlet 3, the second fuel channel 5, the semi-circular passage 2-8 on the right side of the outer valve block, and the fourth fuel channel 7. On the other hand, high-pressure diesel enters the control oil chamber 10 through the one-way control oil inlet 9. This can make sufficient preparations for the injection of ignited diesel. The needle valve 12, under the combined action of the preload force of the needle valve return spring 14 and the hydraulic force, sits on the valve seat at the nozzle and does not inject fuel.

[0029] When diesel injection mode is used, the fuel supply and switching module valve 2 is at a low potential. Under the action of electromagnetic force, the armature 2-3 overcomes the elastic force of the armature return spring 2-4 and drives the inner valve rod 2-7 to move upward. At this time, the outer valve block 2-5 remains stationary, while the sealing ball valve 2-9 opens to return oil. As the oil return process proceeds, the fuel pressure in the control oil chamber 10 decreases until the hydraulic pressure at the lower end of the needle valve 12 is greater than the sum of the hydraulic pressure in the control oil chamber 10 and the elastic force of the needle valve return spring 14. Then, the needle valve 12 begins to lift, and high-pressure diesel is injected from the injection hole 16.

[0030] When using low-carbon or zero-carbon fuel injection mode, the fuel supply and switching module valve 2 is at a high potential. Under the action of the electromagnetic force of 2-3, the armature continues to overcome the elastic force of the armature return spring 2-4 and raises the inner valve rod 2-7. Then, the outer valve block 2-5 will move upward under the action of the inner valve rod 2-7 and overcome the elastic force of the outer valve block return spring 2-4. The first fuel channel 6 and the third fuel channel 8 are connected through the left half-loop passage 2-11 of the outer valve block, while the second fuel channel 5 and the fourth fuel channel 7 are disconnected. The sealing ball valve 2-9 is still open to return oil. As the oil return process proceeds, the fuel pressure in the control oil chamber 10 decreases. At the same time, high-pressure low-carbon or zero-carbon fuel enters the pressure chamber 13 through the low-carbon or carbon-free fuel one-way inlet 4, fuel channel 6, the semi-circular passage 2-11 on the left side of the outer valve block and fuel channel 8. The pressure continues until the hydraulic pressure at the lower end of the needle valve 12 is greater than the sum of the hydraulic pressure in the control oil chamber 10 and the elastic force of the needle valve return spring 14. Then the needle valve 12 begins to lift, and the high-pressure low-carbon or zero-carbon fuel is sprayed out from the nozzle 16.

[0031] As can be seen from the above description, the present invention can control the opening and closing of the needle valve 12 and the switching of the injected fuel by controlling the current of the solenoid valve 2-1 of the fuel supply and switching module. In addition, during the injection preparation stage, the diesel fuel has already filled the pressure chamber 13, which improves the response of the diesel fuel injection.

Claims

1. A dual-fuel integrated injector based on single solenoid valve control, characterized by: It includes a fuel supply and switching module (2), a fastening sleeve (15), an injector body (11), a needle valve (12), and a needle valve sleeve. The injector body (11) and the needle valve sleeve are installed in the fastening sleeve (15) from top to bottom, and the fuel supply and switching module (2) is installed above the injector body (11). The fuel supply and switching module (2) includes a fastening cap (1), an upper fuel channel connecting block, a middle fuel channel block, a lower fuel channel connecting block, an armature (2-3), an outer valve block (2-5), an inner valve stem (2-7), and a ball valve (2-9). The upper fuel channel connecting block, the middle fuel channel block, and the lower fuel channel connecting block are arranged from top to bottom. The fastening cap (1) is located above the upper fuel channel connecting block. An electromagnet is installed inside the fastening cap. The armature (2-3) is installed inside the upper fuel channel connecting block. The outer valve block (2-5) is installed inside the upper fuel channel connecting block, the middle fuel channel block, and the lower fuel channel connecting block. The upper end of the inner valve stem (2-7) is installed inside the armature (2-3), and the lower part of the inner valve stem (2-7) is installed inside the outer valve block (2-5). The armature (2-9) is installed inside the outer valve block (2-5). -3) An armature return spring (2-2) is set above. An outer valve block return spring (2-4) is sleeved on the outside of the inner valve rod (2-7) between the outer valve block (2-5) and the armature (2-3). The first passage (2-11) and the second passage (2-8) are respectively set on the left and right sides of the lower part of the outer valve block (2-5). The fuel passage upper connecting block and the fuel passage middle block form the first fuel passage (6) and the second fuel passage (5) respectively. The fuel passage middle block and the fuel passage lower connecting block form the third fuel passage (8) and the fourth fuel passage (7) respectively. The first fuel passage (6) is equipped with a carbon-free fuel one-way inlet (4). The second fuel passage (5) is equipped with a diesel one-way inlet (3). A ball valve (2-9) is installed below the inner valve rod (2-7). A control oil chamber (10) is formed between the upper part of the needle valve (12) and the lower connecting block of the fuel passage. A needle valve protrusion is provided in the middle of the needle valve (12). A needle valve return spring (14) is sleeved on the upper part of the needle valve protrusion. A pressure chamber (13) is formed between the lower part of the needle valve protrusion and the needle valve sleeve. A nozzle (16) is provided on the needle valve sleeve below the needle valve. The fastening sleeve (15) is provided with a one-way control oil inlet (9), which is connected to the control oil chamber (10). The right-side connection of fuel channel 1 (6) and fuel channel 3 (8) is a throttling orifice; the left-side connection of fuel channel 2 (5) and fuel channel 4 (7) is a throttling orifice.

2. The dual-fuel integrated injector based on single solenoid valve control according to claim 1, characterized in that: in During the injection preparation stage, the fuel supply and switching module (2) is not powered. The armature (2-3) drives the inner valve stem (2-7) to sit down under the action of the armature return spring (2-2). The ball valve (2-9) seals the throttle hole (2-10) above the control oil chamber (10). On the one hand, high-pressure diesel enters the pressure chamber (13) through the diesel one-way inlet (3), the second fuel channel (5), the second passage (2-8) on the right side of the outer valve block, and the fourth fuel channel (7). On the other hand, high-pressure diesel enters the control oil chamber (10) through the one-way control oil inlet (9). The needle valve (12) sits on the valve seat at the nozzle under the combined action of the preload force of the needle valve return spring (14) and the hydraulic force, and does not inject oil.

3. The dual-fuel integrated injector based on single solenoid valve control according to claim 1, characterized in that: When diesel injection mode is used, the fuel supply and switching module (2) is at a low potential. The armature (2-3) overcomes the elastic force of the armature return spring (2-2) under the action of electromagnetic force, and drives the inner valve rod (2-7) to move upward. The outer valve block (2-5) remains stationary, and the sealing ball valve (2-9) is opened to return oil. As the return oil process proceeds, the fuel pressure in the control oil chamber (10) decreases until the hydraulic pressure at the lower end of the needle valve (12) is greater than the sum of the hydraulic pressure in the control oil chamber (10) and the elastic force of the needle valve return spring (14). The needle valve (12) begins to lift, and high-pressure diesel is sprayed out from the injection hole (16).

4. The dual-fuel integrated injector based on single solenoid valve control according to claim 1, characterized in that: When using low-carbon or zero-carbon fuel injection mode, the fuel supply and switching module (2) is at a high potential. Under the action of electromagnetic force, the armature (2-3) continues to overcome the elastic force of the outer valve block reset spring (2-4) and carries the inner valve rod (2-7) upward. The outer valve block (2-5) moves upward under the drive of the inner valve rod (2-7) and overcomes the elastic force of the outer valve block reset spring (2-4). The first fuel channel (6) and the third fuel channel (8) are connected through the first passage (2-11) of the outer valve block. The second fuel channel (5) and the fourth fuel channel (7) are disconnected. The sealing ball When the valve (2-9) is opened, oil return occurs. As the oil return process proceeds, the fuel pressure in the control oil chamber (10) decreases. At the same time, high-pressure low-carbon or zero-carbon fuel enters the pressure chamber (13) through the low-carbon or carbon-free fuel one-way inlet (4), fuel passage (6), the first passage (2-11) of the outer valve block, and fuel passage (8). The pressure continues until the hydraulic pressure at the lower end of the needle valve (12) is greater than the sum of the hydraulic pressure in the control oil chamber (10) and the elastic force of the needle valve return spring (14). Then the needle valve (12) begins to lift, and high-pressure low-carbon or zero-carbon fuel is ejected from the nozzle (16).

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