Common rail pipe with high pressure oil seal structure

Abstract

The application discloses a common rail pipe with high-pressure oil pressure sealing structure and relates to the technical field of combustion engines. The common rail pipe body is provided with a pipe interface for guiding fuel, a stepped pressure release assembly arranged in the interior of the pipe interface, a tapered pipe body with gradually increasing diameter, and a first porous plate and a second porous plate capable of stepwise decompression of fuel in the pipe interface, which are used for guiding smooth acceleration of fuel in the rotating process of the stepped pressure release assembly, avoiding stress concentration of the inner wall of the pipe interface and cracks by utilizing the shearing action generated when the fuel passes through the two plate bodies, and multiple branch inclined frames are arranged in an inclined manner and are used for converting the axial flow of fuel just entering the interior of the pipe interface cavity into inclined flow, thereby avoiding long-time vertical impact of the fuel on the inner wall of the pipe interface and thereby avoiding cavitation erosion damage.

Description

Technical Field

[0001] This invention relates to the field of combustion engine technology, specifically to a common rail with a high-pressure hydraulic sealing structure. Background Technology

[0002] The core component of a modern diesel engine's common rail fuel injection system is the common rail. The common rail provides stable and uniform high-pressure fuel to all injectors, and then distributes the high-pressure fuel to each cylinder's injectors through high-pressure fuel lines. It needs to withstand the continuous high pressure and pressure shock of the system. The common rail is equipped with a pressure sensor and a pressure relief valve, both of which are screwed into the common rail body. The fine-pitch threads can play a certain sealing role. An annealed copper washer is installed at the shoulder of the sensor. When tightened, the washer is flattened, filling all microscopic unevenness and forming an excellent static seal.

[0003] The fuel output by the engine is a high-pressure pulse, not a smooth flow. This high-pressure, high-speed pulsed fuel flow directly and vertically impacts the inner wall of the common rail connector, instantly converting the fluid's kinetic energy into pressure energy. This generates an instantaneous impact pressure peak that exceeds the pressure the inner wall can withstand. This impact force is repeatedly reflected and superimposed within the enclosed space of the common rail connector, forming high-frequency pressure oscillations. This shortens the metal fatigue life of the connector under high pressure, making it prone to cracks and bursts due to fatigue, affecting safety. At the same time, the vertical impact process generates high-frequency knocking noise. The impact energy cannot be absorbed smoothly, increasing the noise of the fluid in the pipe. The high speed of fuel flow at the connector leads to a high disturbance frequency, making the pressure signal measured by the installed sensors unstable. Summary of the Invention

[0004] The purpose of this invention is to provide a common rail pipe with a high-pressure hydraulic sealing structure to solve the problem mentioned in the background art where high-pressure, high-speed pulsed fuel flow directly and vertically impacts the inner wall of the common rail pipe interface, causing the fluid's kinetic energy to be instantly converted into pressure energy, generating an instantaneous impact pressure peak higher than the pressure that the inner wall can withstand.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a common rail pipe with a high-pressure hydraulic sealing structure, comprising: a common rail pipe body; a pipe interface for guiding fuel; a stepped pressure relief assembly disposed inside the pipe interface, the stepped pressure relief assembly having a tapered pipe body with gradually increasing diameter and a first perforated plate and a second perforated plate capable of progressively reducing the pressure of the fuel inside the pipe interface, used to guide the fuel to accelerate smoothly during the rotation of the stepped pressure relief assembly, utilizing the shearing effect generated when the fuel passes through the two plates to avoid stress concentration and cracking on the inner wall of the pipe interface; a stress compensation assembly, the stress compensation assembly having multiple first contact wheels rotating in a circle and multiple second contact wheels that contact and compress with it, used to apply pressure to the stepped pressure relief assembly by extending and retracting the compression strip after the first contact wheels and second contact wheels compress, causing it to deform, thereby achieving stress compensation of the fuel on the inner wall of the pipe interface through dynamic effect; and an active pressure stabilizing assembly, the active pressure stabilizing assembly having two fan blades capable of vertical displacement, the two fan blades colliding with the fuel to achieve a hydraulic resistance speed reduction effect.

[0006] Preferably, the stepped pressure relief assembly includes a micro motor, a first gear, a hose, and a second gear. The micro motor drives the first gear, which is connected to its output shaft, to rotate synchronously, which in turn drives the second gear, which is meshed with it, to rotate. As the first perforated plate, the hose, and the second perforated plate rotate, the contact area between the fuel and the inner walls of the three components can be increased.

[0007] Preferably, the aperture of the holes on the surface of the second perforated plate is smaller than that on the surface of the first perforated plate. The fuel is initially throttled through the second perforated plate and stabilized through the first perforated plate. The two work together to achieve a gentle pressure gradient decrease.

[0008] Preferably, the stepped pressure relief assembly includes a central guide pipe and branch tilting brackets. The outer surface of the central guide pipe is in close contact with the inner wall of the pipe interface. The multiple branch tilting brackets are distributed at an angle to convert the axial flow of fuel that has just entered the pipe interface cavity into an inclined flow, thereby avoiding cavitation damage caused by fuel impacting the inner wall of the pipe interface vertically for a long time.

[0009] Preferably, the stress-compensating component includes multiple telescopic rods and multiple return springs. One end of each of the multiple first contact wheels is connected to one end of the multiple telescopic rods. During the rotation of the stepped pressure relief component, the multiple first contact wheels rotate synchronously. After the ends of the first contact wheels are pressed against the second contact wheels, the return springs are compressed, causing the compression strip to press towards the hose. The hose is deformed by the force, which increases the contact area between the fuel and the hose and improves the stress relief effect.

[0010] Preferably, the stress-compensating component includes multiple reinforcing plates, and one side of each of the multiple second contact wheels is fixed to one side of the multiple reinforcing plates.

[0011] Preferably, the stepped pressure relief assembly includes a moving groove, multiple moving strips, a limiting sleeve, and a support plate, and the stress compensation assembly includes a positioning sleeve, multiple L-shaped plates, and multiple positioning washers.

[0012] Preferably, the active voltage regulator assembly includes a passive rod, two auxiliary sleeves, a tension spring, and four overflow holes. One end of the passive rod is fixedly connected to the bottom of the first perforated plate. The two auxiliary sleeves are respectively fixedly sleeved on both ends of the passive rod, and a displacement sleeve is movably sleeved on one end of the passive rod.

[0013] Preferably, one end of the tension spring is fixedly connected to one end of the displacement sleeve. During the compression of the tension spring, the displacement sleeve moves up and down at one end of the passive rod. The height of contact between the two flaps and the fuel is adjusted by the up and down displacement of the two flaps, which is used to actively control the resistance to the fuel and achieve a pressure stabilization effect.

[0014] Preferably, a pressure sensor is provided at one end of the common rail pipe, a pressure limiting valve is provided at the other end of the common rail pipe, multiple oil outlet branches are connected to the outer wall of the common rail pipe, two mounting plates are provided on the outer wall of the common rail pipe, and a nameplate is provided on the top of the common rail pipe.

[0015] Compared with the prior art, the beneficial effects of the present invention are:

[0016] In this invention, the meshing connection of the first and second gears drives the first perforated plate, hose, extension pipe, and central guide pipe to rotate circumferentially. This structure is a circumferentially rotating cavity, forcing the fuel to participate in rotational motion as it passes through. Under the action of centrifugal force, the rotating fuel generates a radial pressure gradient from the center to the outer edge. When the fuel flows axially out of the rotating cavity, this gradient is smoothed out by the subsequent flow channels, which can smooth out the periodic pressure pulsations from the high-pressure fuel pump. A large amount of the axial kinetic energy of the fuel is converted into rotational kinetic energy. The aperture of the perforated plate is smaller than that of the first perforated plate, and the fuel undergoes initial throttling through the second perforated plate. The first perforated plate stabilizes the fuel flow direction, and the two work together to achieve a gentle pressure gradient descent. The stepped pressure relief assembly includes a central guide pipe and branch tilting brackets. The outer surface of the central guide pipe is in close contact with the inner wall of the pipe interface. Multiple branch tilting brackets are distributed at an angle to convert the axial flow of fuel that has just entered the pipe interface cavity into an inclined flow, thus avoiding cavitation damage caused by prolonged vertical impact of fuel on the inner wall of the pipe interface. Since the conical tube is a conical chamber with a gradually increasing diameter, it can disperse the concentrated impact force to a larger area and transform it into a more stable flow, avoiding continuous and direct pulse impact of high-pressure fuel on a certain point of the inner wall of the pipe interface.

[0017] In this invention, the second contact wheel is always fixedly installed in the inner cavity of the pipe interface. During the rotation of the first contact wheel, it will gradually come into contact with the second contact wheel in sequence. After the end of the second contact wheel contacts the first contact wheel, it will apply a backward force to the first contact wheel. The first contact wheel transmits the force to the telescopic rod, and the telescopic rod will move closer to the hose. At this time, the return spring will be compressed and deformed by the force. With the support of the return spring, the telescopic rod can always stay inside the positioning washer during the movement of the telescopic rod and will not come out. The hose is made of silicone material and has a high temperature resistant coating. When one end of the extrusion strip presses against the surface of the hose, the area of ​​the hose in contact with it will be concave and deformed, generating fluctuations, which can impact the fuel transported inside, making the fuel flow range inside the hose wider, and making the fuel flow direction after flowing out of the structure more parallel to the axis of the common rail body, reducing the impact on the inner cavity of the common rail body. After the speed reduction by the active pressure stabilizing component, the pulse kinetic energy is greatly dissipated, and the fuel is injected with a stable flow and pressure, avoiding the strong pressure pulse generated by the high-pressure pump from directly rushing into the common rail body. Instead, it will reflect and superimpose in the closed space to form a high-frequency pressure oscillation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the main structure of a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0019] Figure 2This is a partial side view of the main body of a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0020] Figure 3 This is a schematic diagram of a stepped pressure relief assembly in a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0021] Figure 4 This invention relates to a common rail pipe with a high-pressure hydraulic sealing structure. Figure 3 A magnified structural diagram at point A.

[0022] Figure 5 This is a partial exploded view of a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0023] Figure 6 This is a partial cross-sectional schematic diagram of a stress-compensating component in a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0024] Figure 7 This invention relates to a common rail pipe with a high-pressure hydraulic sealing structure. Figure 5 A magnified structural diagram at point B.

[0025] Figure 8 This is a schematic cross-sectional view of the internal structure of the common rail pipe interface with a high-pressure hydraulic sealing structure according to the present invention.

[0026] Figure 9 This is a schematic diagram of an active pressure stabilizing component in a common rail pipe with a high-pressure hydraulic sealing structure according to the present invention.

[0027] In the diagram: 100, Common Rail Body; 200, Oil Outlet Branch; 300, Pressure Sensor; 311, Pressure Relief Valve; 312, Pipe Interface; 313, Mounting Plate; 411, Nameplate; 1, Stepped Pressure Relief Assembly; 101, Conical Body; 102, Moving Groove; 103, Moving Strip; 104, Limiting Sleeve; 105, Support Plate; 106, Micro Motor; 107, First Gear; 108, Second Gear; 109, First Perforated Plate; 110, Hoses; 111, Extension Pipe; 112, Second Perforated Plate 113. Centralized diversion pipe; 114. Branch tilting frame; 2. Stress-compensated assembly; 201. Positioning sleeve; 202. L-shaped plate; 203. Positioning washer; 204. Telescopic rod; 205. Return spring; 206. First contact wheel; 207. Extrusion strip; 208. Reinforcing plate; 209. Second contact wheel; 3. Active pressure stabilizing assembly; 301. Passive rod; 302. Auxiliary sleeve; 303. Tension spring; 304. Displacement sleeve; 305. Extension rod; 306. Fan blade; 307. Overflow hole. Detailed Implementation

[0028] 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.

[0029] To address the problem that in existing common rail pipes with high-pressure hydraulic sealing structures, during operation, the high-pressure, high-speed pulsed fuel flow directly and perpendicularly impacts the inner wall of the common rail pipe interface, causing the fluid's kinetic energy to be instantly converted into pressure energy, generating a peak instantaneous impact pressure higher than the pressure the inner wall can withstand, this invention provides a common rail pipe with a high-pressure hydraulic sealing structure. (Refer to...) Figure 1 and Figure 2 As shown, it includes: a common rail body 100 for fuel distribution; and a pipe interface 312, which is located at the top of the common rail body 100 for fuel delivery.

[0030] The stepped pressure relief assembly 1 is installed inside the pipe interface 312. The stepped pressure relief assembly 1 is provided with a tapered pipe body 101 with a gradually increasing diameter and a first perforated plate 109 and a second perforated plate 112 that can gradually reduce the pressure of the fuel in the pipe interface 312. It is used to guide the fuel to accelerate smoothly during the rotation of the stepped pressure relief assembly 1. The shearing effect generated when the fuel passes through the two plates is used to avoid stress concentration on the inner wall of the pipe interface 312 and cracks.

[0031] The stress-compensating component 2 is located on one side of the stepped pressure relief component 1. The stress-compensating component 2 is provided with multiple first contact wheels 206 that rotate in a circular motion and multiple second contact wheels 209 that come into contact with and press against them. After the first contact wheels 206 and the second contact wheels 209 press against each other, they extend and retract to drive the extrusion strip 207 to apply pressure to the stepped pressure relief component 1 and deform it. Through the dynamic effect, the stress of the inner wall of the pipe interface 312 on the fuel is compensated.

[0032] The active pressure regulating component 3 is located on one side of the stepped pressure relief component 1. The active pressure regulating component 3 is equipped with two agitators 306 that can move up and down. The two agitators 306 collide with the fuel to achieve the hydraulic resistance speed reduction effect.

[0033] The common rail body 100 is a high-strength metal tubular accumulator whose main function is to store high-pressure fuel, eliminate pressure fluctuations caused by pumping, and provide stable and uniform high-pressure fuel to the injectors. The high-pressure fuel is then distributed to the injectors of each cylinder through the outlet branch 200. It needs to withstand continuous high pressure and pressure shocks from the system. The common rail is equipped with a pressure sensor 300 and a pressure relief valve 311, both screwed into the common rail body. The fine-pitch thread provides a certain degree of sealing. An annealed copper washer is installed at the shoulder of the sensor; when tightened, the washer is flattened, filling all microscopic unevenness and forming an excellent static seal. High-pressure fuel first enters the interior of the common rail body 100 through the pipe interface 312. During this process, some fuel contacts multiple branch tilt brackets 114, converting the axial flow of fuel entering the cavity of the pipe interface 312 into tilted flow, preventing prolonged fuel leakage. The vertical impact of the pipe interface 312 causes cavitation damage, which then enters the interior of the extension pipe 111. It continues to flow through the holes on the surface of the second porous plate 112 to the holes on the surface of the first porous plate 109. The inclined design can promote the premixing of micro bubbles in the fuel, making the fuel properties more uniform in the common rail body 100, which is beneficial to pressure stability. The diameter of the holes on the surface of the second porous plate 112 is smaller than that on the surface of the first porous plate 109. The fuel is initially throttled through the second porous plate 112 and stabilized through the first porous plate 109. The two work together to achieve a gentle pressure gradient decrease. The cross-sectional area of ​​the flow channel of the tapered pipe body 101 increases from top to bottom. The velocity of the fluid will decrease in the expanded flow channel, and some of the kinetic energy will be converted into pressure energy. This can gently reduce the flow rate and help stabilize the local pressure, avoiding vacuum cavitation caused by a sudden drop in velocity.

[0034] Preferred, according to Figure 1 As shown, a pressure sensor 300 is installed at one end of the common rail body 100, a pressure limiting valve 311 is installed at the other end of the common rail body 100, multiple oil outlet branches 200 are connected to the outer wall of the common rail body 100, two mounting plates 313 are installed on the outer wall of the common rail body 100, and a nameplate 411 is installed on the top of the common rail body 100.

[0035] The pressure sensor 300 and the pressure relief valve 311 are both screwed into the common rail body 100. One end of each of the multiple oil outlet branches 200 is fixedly inserted into one side of the common rail body 100. One side of each of the two mounting plates 313 is fixedly connected to one side of the outer wall of the common rail body 100. The common rail body 100 is installed into the equipment by connecting it to the mounting plates 313 with two bolts. The common rail body 100 is forged from chromium-molybdenum steel and has anti-burst strength and fatigue resistance. The common rail body 100 has a hollow long cavity for storing high-pressure fuel. The multiple oil outlet branches 200 connect the channels of each interface to the accumulator chamber.

[0036] One end of the pipe interface 312 is connected to the high-pressure oil pump and locked by the clamping nut. The pressure sensor 300 is used to monitor the fuel pressure in the common rail body 100 in real time and transmit the signal to the ECU. It is the most critical sensor to realize the pressure closed-loop control. The pressure relief valve 311 is a mechanical spring valve. When the pressure rises abnormally and exceeds the safety limit, the valve opens instantly to quickly release the fuel pressure back to the fuel tank to prevent the system from exploding.

[0037] Preferably, the specific working process of the stepped pressure relief component 1 is as follows: Figure 3 As shown, the stepped pressure relief assembly 1 includes a micro motor 106, a first gear 107, a hose 110, and a second gear 108. The micro motor 106 drives the first gear 107, which is connected to its output shaft, to rotate synchronously, which in turn drives the second gear 108, which is meshed with it, to rotate. With the rotation of the first perforated plate 109, the hose 110, and the second perforated plate 112, the contact area between the fuel and the inner walls of the three components can be increased.

[0038] Preferably, the specific working process of the stepped pressure relief component 1 is as follows: Figure 4 As shown, the aperture of the holes on the surface of the second perforated plate 112 is smaller than that on the surface of the first perforated plate 109. The second perforated plate 112 performs initial throttling of the fuel, while the first perforated plate 109 achieves a stable flow direction of the fuel. The two work together to achieve a gentle pressure gradient decrease. The stepped pressure release assembly 1 includes a central guide pipe 113 and branch tilting brackets 114. The outer surface of the central guide pipe 113 is in close contact with the inner wall of the pipe interface 312. The multiple branch tilting brackets 114 are distributed at an angle to convert the axial flow of the fuel that has just entered the cavity of the pipe interface 312 into an inclined flow, so as to avoid the fuel from vertically impacting the inner wall of the pipe interface 312 for a long time and causing cavitation damage.

[0039] A tapered tube 101 is fixedly installed inside the pipe interface 312. A limiting sleeve 104 is fixedly sleeved at one end of the tapered tube 101. A support plate 105 is fixedly installed on one side of the limiting sleeve 104. A micro motor 106 is fixedly installed on the top of the support plate 105. The output shaft of the micro motor 106 is driven by a first gear 107. A moving groove 102 is opened at the top of the tapered tube 101. Multiple moving strips 103 are slidably installed inside the moving groove 102. The tops of the multiple moving strips 103 are... A second gear 108 is provided, and a first perforated plate 109 is provided in the middle part of the second gear 108. A hose 110 is fixedly installed on the top of the second gear 108, and an extension tube 111 is fixedly installed on the top of the hose 110. A second perforated plate 112 is fixedly installed inside the extension tube 111, and a central guide tube 113 is fixedly installed on the top of the extension tube 111. Multiple branch tilting brackets 114 are fixedly installed inside the central guide tube 113. The first gear 107 and the second gear 108 are meshed and connected.

[0040] Fuel from the high-pressure oil pump flows through pipe interface 312 into the inner cavity of the common rail body 100. The fuel first passes through a central guide pipe 113 and multiple branch tilting brackets 114. The central guide pipe 113 guides the fuel flow towards the interior of the second perforated plate 112 and the hose 110. The branch tilting brackets 114 are tilted, converting the axial flow of the fuel into tilted flow, preventing high-pressure fuel from vertically impacting the inner wall of the pipe interface 312. The central guide pipe 113 replaces the pipe interface 312 in direct contact with the fuel, greatly reducing cavitation damage to the inner wall. The tilted branch tilting brackets 114 primarily promote combustion... The premixing of tiny air bubbles in the oil makes the fuel properties more uniform as it enters the common rail body 100, which is beneficial for pressure stability. The inclined deceleration is not achieved through simple friction. When the fuel enters the inclined section, its flow direction is forced to change. This change in flow direction requires energy, resulting in a decrease in overall flow velocity. The generated swirling flow forms strong internal shear and eddies, converting kinetic energy into heat energy through viscous dissipation, thus realizing momentum component. This reduces the pressure on the inner walls of the extension pipe 111, hose 110, and tapered pipe body 101. Furthermore, the aperture of the holes on the surface of the second perforated plate 112 is smaller than that of the first perforated plate 109. The perforated surfaces of the second perforated plate 112 primarily function to initially throttle and break up large eddies, while the first perforated plate 109 functions to stabilize the flow direction and prevent the regeneration of eddies at the outlet. The combined use of these two plates achieves a smoother pressure gradient descent, avoiding localized cavitation caused by single-stage abrupt throttling. The multi-layered structure causes the fuel to repeatedly undergo expansion, contraction, and reversal, converting turbulent kinetic energy into internal energy. This makes the fuel flow direction after exiting the structure more parallel to the axis of the common rail tube 100, reducing the impact on the main accumulator chamber. After pressure release, the fuel is guided into the interior of the conical tube 101, where the diameter gradually increases. The conical chamber can disperse the concentrated impact force over a larger area, transforming it into a smoother flow. This avoids the continuous and direct pulse impact of high-pressure fuel on a point on the inner wall of the pipe interface 312. During this process, the micro motor 106 is activated, which first drives the first gear 107, which is connected to its output shaft, to rotate. This, in turn, drives the second gear 108, which is meshed with it, to rotate. The force is transmitted to the moving bar 103, which then rotates smoothly in a circular motion inside the moving groove 102. This, in turn, drives the first perforated plate 109, the hose 110, the extension tube 111, and the central guide tube 113 to rotate in a circular motion.

[0041] Preferred, according to Figure 5 As shown, the tapered tube 101 is fixedly installed inside the pipe interface 312, and the outer wall of the tapered tube 101 is tightly fitted with the inner surface of the pipe interface 312. Fuel enters the cavity of the common rail tube 100 through the inner cavity of the tapered tube 101.

[0042] The meshing connection of the first gear 107 and the second gear 108 drives the first perforated plate 109, hose 110, extension tube 111 and central guide tube 113 to rotate circumferentially. This structure is a cavity that can rotate circumferentially, so that the fuel is forced to participate in the rotational motion when passing through. Under the action of centrifugal force, the rotating fuel will generate a radial pressure gradient from the center to the outer edge. When the fuel flows out axially from the rotating cavity, this gradient will be smoothed by the subsequent flow channel, which can smooth out the periodic pressure pulsation from the high-pressure oil pump. The axial kinetic energy of the fuel is largely converted into rotational kinetic energy.

[0043] In a rotating flow, the internal friction between fuel molecules is intensified, converting mechanical energy into heat energy.

[0044] The intense rotational mixing allows for full exchange of fuel molecules, quickly leveling out temperature differences within the fuel. The rotation also ensures more thorough contact between the fuel and the chamber walls, facilitating cooling through the walls and helping to control the system's fuel temperature. This flow pattern results in more stable fuel flow and more controllable boundary layers when the fuel enters the common rail 100 accumulator chamber, reducing flow separation and eddy shedding, and further enhancing the overall stability of the system.

[0045] Preferably, the specific working process of the stress-compensating component 2 is as follows: Figure 6 As shown, the stress-compensating component 2 includes multiple telescopic rods 204 and multiple return springs 205. One end of multiple first contact wheels 206 is connected to one end of multiple telescopic rods 204 respectively. During the rotation of the stepped pressure relief component 1, multiple first contact wheels 206 rotate synchronously. After the end of the first contact wheel 206 is squeezed by the second contact wheel 209, the return spring 205 is compressed by force, which drives the extrusion strip 207 to squeeze towards the position close to the hose 110. The hose 110 is deformed by force, which is used to increase the contact surface between the fuel and the hose 110 and improve the stress relief effect.

[0046] Multiple reinforcing plates 208 are fixedly installed on the outer wall of the limiting sleeve 104. A second contact wheel 209 is fixedly installed on one side of each of the multiple reinforcing plates 208. A positioning sleeve 201 is fixedly sleeved on one end of the extension tube 111. Multiple L-shaped plates 202 are fixedly installed on the outer wall of the positioning sleeve 201. Positioning washers 203 are inserted and connected inside each of the multiple L-shaped plates 202. A telescopic rod 204 is movably inserted and connected to one end of each of the multiple positioning washers 203. A compression strip 207 is fixedly installed on one end of each of the multiple telescopic rods 204. A first contact wheel 206 is fixedly installed on the other end of each of the multiple telescopic rods 204. A return spring 205 is wound around the outside of each of the multiple telescopic rods 204. One end of each of the multiple return springs 205 is fixedly connected to one end of each of the multiple positioning washers 203.

[0047] During the rotation of the extension tube 111, the positioning sleeve 201 is also rotated synchronously, which in turn drives the multiple first contact wheels 206 connected to it to rotate synchronously. At this time, the second contact wheel 209 is always fixedly installed in the inner cavity of the tube interface 312. During the rotation of the first contact wheel 206, it will gradually come into contact with the second contact wheel 209 in turn. After the end of the second contact wheel 209 contacts the first contact wheel 206, it will apply a backward force to the first contact wheel 206. The first contact wheel 206 transmits the force to the telescopic rod 204, and the telescopic rod 204 will move closer to the hose 110. At this time, the return spring 205 will be compressed and deformed by the force. With the support of the return spring 205, the telescopic rod 204 can always stay inside the positioning washer 203 during the movement of the telescopic rod 204 and will not come out. The hose 110 is made of silicone material and has a high temperature resistant coating.

[0048] Preferably, the specific working process of the stress-compensating component 2 is as follows: Figure 7 As shown, the stress-compensating component 2 includes multiple reinforcing plates 208, and one side of multiple second contact wheels 209 is fixed to one side of each of the multiple reinforcing plates 208.

[0049] When one end of the extrusion bar 207 presses against the surface of the hose 110, the area of ​​the hose 110 in contact with it will be concave and deformed, generating fluctuations. This will impact the fuel transported inside, allowing the fuel to flow more widely within the hose and making the flow direction of the fuel after exiting the structure more parallel to the axis of the common rail body 100, thus reducing the impact on the inner cavity of the common rail body 100.

[0050] The stress-compensating component 2 can actively counteract the remaining mechanical stress of the stepped pressure relief component 1.

[0051] Preferably, the specific working process of the active voltage regulator 3 is as follows: Figure 8 and Figure 9 As shown, the active voltage regulator 3 includes a passive rod 301, two auxiliary sleeves 302, a tension spring 303 and four overflow holes 307. One end of the passive rod 301 is fixedly connected to the bottom of the first perforated plate 109. The two auxiliary sleeves 302 are respectively fixedly sleeved on the two ends of the passive rod 301. A displacement sleeve 304 is movably sleeved on one end of the passive rod 301.

[0052] One end of the tension spring 303 is fixedly connected to one end of the displacement sleeve 304. During the compression process of the tension spring 303, the displacement sleeve 304 moves up and down at one end of the passive rod 301. The height of contact between the two fan blades 306 and the fuel is adjusted by the up and down displacement of the two fan blades 306, which is used to actively control the resistance to the fuel and achieve a pressure stabilization effect.

[0053] A passive rod 301 is fixedly installed at the bottom of the first perforated plate 109. Auxiliary sleeves 302 are fixedly fitted at both ends of the passive rod 301. A displacement sleeve 304 is movably fitted at one end of the passive rod 301. Extension rods 305 are fixedly installed on both sides of the displacement sleeve 304. Agitator blades 306 are fixedly fitted at both ends of the extension rods 305. Overflow holes 307 are opened on both sides of the two agitator blades 306. A tension spring 303 is wound around the outside of the passive rod 301. One end of the tension spring 303 is fixedly connected to the top of the displacement sleeve 304.

[0054] As the first perforated plate 109 rotates, it drives the passive rod 301, which is fixedly connected to it, to rotate. The active pressure regulating component 3 is located in the middle and lower flow position of the pipe interface 312. The fuel, after being processed by the stepped pressure relief component 1 and the stress compensation component 2, flows to the position of the active pressure regulating component 3. The fuel after pressure relief will hit the surface of the two fan blades 306. At this time, the pressure on the displacement sleeve 304 increases, and the tension spring 303 will extend after being stressed. The displacement sleeve 304 will then move downward at one end of the passive rod 301. The two auxiliary sleeves 302 can restrict The movement area of ​​the displacement sleeve 304 is such that it always moves within the range of the two sleeves. When it comes into contact with the fan blade 306, the fuel resistance increases, thus further reducing the speed. When the tension spring 303 is no longer under force, it will return to its initial state. The displacement sleeve 304 will move upward at one end of the passive rod 301. In this way, the displacement sleeve 304 can move up and down repeatedly at one end of the passive rod 301. Thus, the two fan blades 306 can actively control the magnitude of the resistance to the fuel, thereby adjusting the energy flux between the position of the active pressure stabilizing component 3 and the common rail body 100 in real time, thereby stabilizing the downstream pressure.

[0055] After the active pressure regulator 3 reduces the speed, the pulse kinetic energy is greatly dissipated, and the fuel is injected with a stable flow and pressure. This avoids the strong pressure pulse generated by the high-pressure pump directly rushing into the common rail body 100, which would reflect and superimpose in the closed space, forming a high-frequency pressure oscillation. The pressure sensor 300 reads the real and stable average pressure, rather than a signal masked by noise. This also avoids the inner wall of the pipe interface 312 from being subjected to continuous impact fatigue stress and avoids cavitation erosion on the surface.

[0056] Working Principle: The core component of a modern diesel engine's common rail fuel injection system is the common rail. The common rail body 100 is a high-strength metal tubular accumulator, whose main function is to store high-pressure fuel, eliminate pressure fluctuations caused by pumping, and provide stable and uniform high-pressure fuel to the injectors. The high-pressure fuel is then distributed to the injectors of each cylinder through the outlet branch 200. It needs to withstand continuous high pressure and pressure shocks from the system. The common rail is equipped with a pressure sensor 300 and a pressure relief valve 311, both of which are screwed into the common rail body. The fine-pitch threads provide a certain degree of sealing. An annealed copper washer is installed at the shoulder of the sensor. When tightened, the washer is flattened, filling all microscopic unevenness and forming an excellent static seal. The high-pressure fuel first passes through the pipe... The fuel enters the common rail body 100 through interface 312. During this process, some fuel comes into contact with multiple branch tilt brackets 114, converting the axial flow of the fuel that just entered the cavity of interface 312 into tilted flow. This prevents the fuel from impacting the inner wall of interface 312 vertically for a long time, thus avoiding cavitation damage. The fuel then enters the extension tube 111 and continues to flow through the holes on the surface of the second perforated plate 112 into the holes on the surface of the first perforated plate 109. The tilted design promotes the premixing of microbubbles in the fuel, making the fuel properties more uniform inside the common rail body 100, which is beneficial for pressure stability. The diameter of the holes on the surface of the second perforated plate 112 is smaller than that on the surface of the first perforated plate 109. The fuel flows through the second perforated plate 112... The initial throttling, through the first perforated plate 109, achieves a stable fuel flow direction. The two work together to achieve a gentle pressure gradient decrease. The cross-sectional area of ​​the conical tube 101 increases from top to bottom, causing the fluid velocity to decrease in the expanded flow channel. Simultaneously, some kinetic energy is converted into pressure energy, which gently reduces the flow velocity and helps stabilize local pressure, preventing vacuum cavitation caused by a sudden drop in velocity. During the rotation of the extension tube 111, the positioning sleeve 201 also rotates synchronously, which in turn drives the multiple first contact wheels 206 connected to it to rotate synchronously. At this time, the second contact wheel 209 is always fixedly installed in the inner cavity of the pipe interface 312. During the rotation of the first contact wheel 206, it gradually contacts the second contact wheel 209. When the end of the contact wheel 209 contacts the first contact wheel 206, it applies a backward force to the first contact wheel 206. The first contact wheel 206 transmits this force to the telescopic rod 204, causing the telescopic rod 204 to move closer to the hose 110. At this time, the return spring 205 is compressed and deformed by the force. Supported by the return spring 205, the telescopic rod 204 remains inside the positioning washer 203 during its movement and will not come out. The hose 110 is made of silicone material and has a high-temperature resistant coating. When one end of the extrusion strip 207 presses against the surface of the hose 110, the area of ​​the hose 110 in contact with it will be concave and deformed, generating fluctuations. This impacts the fuel transported inside, allowing the fuel to flow over a wider range within the hose.This design makes the fuel flow direction after exiting the structure more parallel to the axis of the common rail body 100, reducing the impact on the inner cavity of the common rail body 100. As the first perforated plate 109 rotates, it drives the passive rod 301, which is fixedly connected to it, to rotate. The active pressure regulating component 3 is located in the middle and lower flow position of the pipe interface 312. The fuel, after being processed by the stepped pressure relief component 1 and the stress compensation component 2, will flow to the position of the active pressure regulating component 3. The fuel after pressure relief will hit the surface of the two fan blades 306. At this time, the pressure on the displacement sleeve 304 increases, and the tension spring 303 will extend after being stressed. The displacement sleeve 304 is then positioned on the passive rod 301. One end of the displacement sleeve 304 moves downwards, and the two auxiliary sleeves 302 limit the movement area of ​​the displacement sleeve 304, ensuring it always moves within the range of their sleeves. Upon contact with the agitator blade 306, the fuel resistance increases, further reducing the speed. When the tension spring 303 is no longer under force, it returns to its initial state, and the displacement sleeve 304 moves upwards at one end of the passive rod 301. This allows the displacement sleeve 304 to repeatedly move up and down at one end of the passive rod 301, enabling the two agitator blades 306 to actively control the resistance to the fuel. This allows for real-time adjustment of the energy flux between the active pressure regulating component 3 and the common rail body 100, thereby stabilizing the downstream pressure.

[0057] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A common rail pipe with a high-pressure hydraulic sealing structure, characterized in that, include: Common rail tube body (100); Pipe interface (312) is used for fuel delivery; A stepped pressure relief assembly (1) is installed inside the pipe interface (312). The stepped pressure relief assembly (1) is provided with a tapered tube (101) with a gradually increasing diameter and a first porous plate (109) and a second porous plate (112) that can gradually reduce the pressure of fuel in the pipe interface (312). It is used to guide the fuel to accelerate smoothly during the rotation of the stepped pressure relief assembly (1) and to use the shearing effect generated when the fuel passes through the two plates to avoid stress concentration on the inner wall of the pipe interface (312) and cracks. The stress-compensating component (2) is provided with multiple first contact wheels (206) rotating in a circular motion and multiple second contact wheels (209) that come into contact with and press against it. After the first contact wheels (206) and the second contact wheels (209) press against each other, they extend and retract to drive the extrusion strip (207) to apply pressure to the stepped pressure release component (1) to deform it. Through dynamic effects, the stress compensation of the inner wall of the pipe interface (312) against the fuel is achieved. Active pressure regulating component (3) is provided with two agitators (306) that can move up and down. The two agitators (306) collide with the fuel to achieve the hydraulic resistance speed reduction effect. The stepped pressure relief assembly (1) includes a micro motor (106), a first gear (107), a hose (110), and a second gear (108). The micro motor (106) drives the first gear (107) connected to its output shaft to rotate synchronously, which in turn drives the second gear (108) connected to it to rotate. With the rotation of the first perforated plate (109), the hose (110), and the second perforated plate (112), the contact area between the fuel and the inner walls of the three components can be increased. The aperture of the second perforated plate (112) is smaller than that of the first perforated plate (109). The fuel is initially throttled through the second perforated plate (112) and the fuel is stably flowed through the first perforated plate (109). The two work together to achieve a gentle pressure gradient decrease.

2. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 1, characterized in that: The stepped pressure relief assembly (1) includes a central guide pipe (113) and branch tilting brackets (114). The outer surface of the central guide pipe (113) is in close contact with the inner wall of the pipe interface (312). The multiple branch tilting brackets (114) are distributed at an angle to convert the axial flow of fuel that has just entered the cavity of the pipe interface (312) into an inclined flow, so as to avoid the fuel from vertically impacting the inner wall of the pipe interface (312) for a long time and causing cavitation damage.

3. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 1, characterized in that: The stress-compensating component (2) includes multiple telescopic rods (204) and multiple return springs (205). One end of each of the multiple first contact wheels (206) is connected to one end of each of the multiple telescopic rods (204). During the rotation of the stepped pressure relief component (1), the multiple first contact wheels (206) rotate synchronously. After the end of the first contact wheel (206) is squeezed by the second contact wheel (209), the return spring (205) is compressed by force, which drives the extrusion strip (207) to be squeezed towards the position close to the hose (110). The hose (110) is deformed by force, which is used to increase the contact surface between the fuel and the hose (110) and improve the stress relief effect.

4. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 3, characterized in that: The stress-compensating component (2) includes multiple reinforcing plates (208), and one side of each of the multiple second contact wheels (209) is fixed to one side of each of the multiple reinforcing plates (208).

5. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 1, characterized in that: The stepped pressure relief assembly (1) includes a moving groove (102), multiple moving strips (103), a limiting sleeve (104), and a support plate (105). The stress compensation assembly (2) includes a positioning sleeve (201), multiple L-shaped plates (202), and multiple positioning washers (203).

6. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 1, characterized in that: The active voltage regulator assembly (3) includes a passive rod (301), two auxiliary sleeves (302), a tension spring (303), and four overflow holes (307). One end of the passive rod (301) is fixedly connected to the bottom of the first perforated plate (109). The two auxiliary sleeves (302) are respectively fixedly sleeved on both ends of the passive rod (301). One end of the passive rod (301) is movably sleeved with a displacement sleeve (304).

7. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 6, characterized in that: One end of the tension spring (303) is fixedly connected to one end of the displacement sleeve (304). During the compression process of the tension spring (303), the displacement sleeve (304) moves up and down at one end of the passive rod (301). The height of contact between the two fan blades (306) and the fuel is adjusted by the up and down displacement of the two fan blades (306), which is used to actively control the resistance to the fuel and achieve a pressure stabilization effect.

8. The common rail pipe with a high-pressure hydraulic sealing structure according to claim 1, characterized in that: A pressure sensor (300) is provided at one end of the common rail body (100), a pressure limiting valve (311) is provided at the other end of the common rail body (100), multiple oil outlet branches (200) are connected to the outer wall of the common rail body (100), two mounting plates (313) are provided on the outer wall of the common rail body (100), and a nameplate (411) is provided on the top of the common rail body (100).

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