A fuel distributor
Patent Information
- Application Number
- CN202522070455.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-26
- Publication Date
- 2026-09-15
- Estimated Expiration
- 2035-09-26
AI Technical Summary
[0003]现有的分级供油燃油分配器多采用多个独立的活门和弹簧系统分别控制主油路和副油路的开启与关闭，例如，一种典型结构是设置两个串联或并联的活门，分别由不同的弹簧预紧力控制，当燃油压力依次达到各自的开启压力时，活门依次打开，然而，这种多活门独立控制的结构零部件数量多，结构复杂，导致整体尺寸和重量较大，其次，多个活门和密封件之间存在较多的摩擦副，累积的摩擦力会显著影响活门开启压力的精确性和稳定性，此外，传统结构中，控制活门的弹簧腔往往与高压进油路相通，导致作用在活门上的力不仅包括弹簧力，还包括液压力，这使得开启压力的设定和计算更为复杂，因此，在现有技术中仍存在缺点和不足之处
[0012] The beneficial effects of this utility model are as follows: (1) This utility model realizes the graded opening and closing of the auxiliary oil circuit and the main oil circuit by the relative sliding of a main valve in the inner valve sleeve. This design of a main valve can reduce the number of multiple independent valves and springs in the traditional scheme, making the overall structure more compact, lighter, easier to process, assemble and maintain, and improving the reliability of the product. In addition, the spring cavity where the spring group is located is completely isolated from the oil inlet joint, and the pressure in the spring cavity is not affected by the oil inlet pressure. Thus, the opening pressure of the main oil circuit and the auxiliary oil circuit is determined only by the preload of the spring group, the effective area of the main valve and the friction between the moving parts. By precisely designing and manufacturing the spring group, the opening pressure of each level can be set more accurately, and the pressure value remains stable throughout the entire product life cycle and is not affected by hydraulic fluctuations. (2) By using the combination of polytetrafluoroethylene slip ring and sealing ring for sealing and the end face sealing of metal and vulcanized rubber, the sliding friction resistance can be reduced, thereby improving the responsiveness of the fuel distributor to pressure changes and ensuring the timeliness and accuracy of fuel distribution.
Smart Images
Figure CN224755837U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engine fuel control technology, specifically to a fuel distributor. Background Technology
[0002] The fuel distributor is one of the key components of the engine fuel system. Its core function is to distribute fuel to the corresponding nozzles according to the engine's different operating conditions. Engines usually adopt a staged fuel supply strategy, that is, first supplying a small amount of fuel through a secondary fuel line to achieve reliable ignition, and then opening the main fuel line to supply a large amount of fuel after the engine has stabilized ignition, so that the engine can enter the normal working state.
[0003] Existing staged fuel distributors mostly use multiple independent valves and spring systems to control the opening and closing of the main fuel circuit and the auxiliary fuel circuit respectively. For example, a typical structure is to set two valves connected in series or in parallel, each controlled by a different spring preload. When the fuel pressure reaches its respective opening pressure in sequence, the valves open sequentially. However, this multi-valve independently controlled structure has a large number of components and a complex structure, resulting in a large overall size and weight. Secondly, there are many friction pairs between multiple valves and seals, and the accumulated friction will significantly affect the accuracy and stability of the valve opening pressure. In addition, in traditional structures, the spring cavity controlling the valve is often connected to the high-pressure fuel inlet circuit, which means that the force acting on the valve includes not only the spring force but also the hydraulic pressure. This makes the setting and calculation of the opening pressure more complicated. Therefore, there are still shortcomings and deficiencies in the existing technology. Utility Model Content
[0004] This invention provides a fuel distributor to solve the problems mentioned in the background art.
[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: a fuel distributor includes a valve body, in which a chamber is formed. An inlet connector and a outlet connector are respectively connected to both ends of the chamber. The chamber is connected to a secondary oil passage and a main oil passage sequentially arranged between the inlet connector and the outlet connector. An outer valve sleeve is fixedly connected inside the chamber, and an inner valve sleeve is slidably connected inside the outer valve sleeve. An outlet valve is fixedly connected to the end of the inner valve sleeve near the outlet connector. An outlet spring is provided between the outlet valve and the outlet connector. An opening is provided on the outlet valve for connection with the inner valve... The outer valve sleeve has a balanced oil passage with interconnected sections. The outer valve sleeve has a first auxiliary oil passage and a second auxiliary oil passage that are connected to the auxiliary oil passage. The first auxiliary oil passage and the second auxiliary oil passage are sequentially located between the oil inlet connector and the oil outlet connector. The outer valve sleeve also has a first main oil passage that is connected to the main oil passage. The inner valve sleeve has a valve seat fixedly connected to one end near the oil inlet connector. The inner valve sleeve has a main valve that is slidably connected to it. A spring assembly is provided between the main valve and the oil outlet valve. The inner valve sleeve also has a third auxiliary oil passage and a second main oil passage that are sequentially located between the valve seat and the oil outlet valve.
[0006] Preferably, the sliding seal between the inner valve sleeve and the outer valve sleeve adopts a combination seal of sealing ring and polytetrafluoroethylene slip ring, and the sliding seal between the main valve and the inner valve sleeve adopts a combination seal of sealing ring and polytetrafluoroethylene slip ring.
[0007] Preferably, a first vulcanized rubber ring is provided between the contact surfaces of the main valve and the valve seat, and a second vulcanized rubber ring is provided between the contact surfaces of the oil drain valve and the oil drain connector.
[0008] Preferably, the spring assembly includes an outer spring and an inner spring arranged coaxially.
[0009] Preferably, the outer valve sleeve is fixed to the chamber by an aviation retaining ring, and the oil drain valve is fixedly connected to the inner valve sleeve by an aviation retaining ring.
[0010] Preferably, the valve body is provided with a pressure test port that is connected to the main oil circuit, and the pressure test port is sealed by a screw plug.
[0011] Preferably, the chamber is provided with a first annular oil passage communicating with the auxiliary oil passage, and the first auxiliary oil through hole and the second auxiliary oil through hole are connected to the first annular oil passage; the chamber is provided with a second annular oil passage communicating with the main oil passage, and the first main oil through hole is connected to the second annular oil passage.
[0012] The beneficial effects of this utility model are as follows: (1) This utility model realizes the graded opening and closing of the auxiliary oil circuit and the main oil circuit by the relative sliding of a main valve in the inner valve sleeve. This design of a main valve can reduce the number of multiple independent valves and springs in the traditional scheme, making the overall structure more compact, lighter, easier to process, assemble and maintain, and improving the reliability of the product. In addition, the spring cavity where the spring group is located is completely isolated from the oil inlet joint, and the pressure in the spring cavity is not affected by the oil inlet pressure. Thus, the opening pressure of the main oil circuit and the auxiliary oil circuit is determined only by the preload of the spring group, the effective area of the main valve and the friction between the moving parts. By precisely designing and manufacturing the spring group, the opening pressure of each level can be set more accurately, and the pressure value remains stable throughout the entire product life cycle and is not affected by hydraulic fluctuations. (2) By using the combination of polytetrafluoroethylene slip ring and sealing ring for sealing and the end face sealing of metal and vulcanized rubber, the sliding friction resistance can be reduced, thereby improving the responsiveness of the fuel distributor to pressure changes and ensuring the timeliness and accuracy of fuel distribution. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a top view of the internal structure of this utility model.
[0014] Reference numerals: 1. Valve body; 2. Chamber; 3. Oil inlet connector; 4. Oil outlet connector; 5. Auxiliary oil passage; 6. Main oil passage; 7. Outer valve sleeve; 8. Inner valve sleeve; 9. Oil outlet valve; 10. Oil outlet spring; 11. Balance oil passage; 12. First auxiliary oil through hole; 13. Second auxiliary oil through hole; 14. First main oil through hole; 15. Valve seat; 16. Main valve; 17. Spring assembly; 18. Spring cavity; 19. Third auxiliary oil through hole; 20. Second main oil through hole; 21. First annular oil passage; 22. Second annular oil passage; 23. Combined seal; 24. First vulcanized rubber ring; 25. Second vulcanized rubber ring; 26. Aviation retaining ring; 27. Pressure test port; 28. Screw plug. Detailed Implementation
[0015] The present invention will now be further described with reference to the accompanying drawings.
[0016] like Figure 1-2 As shown, this utility model provides a fuel distributor, including a valve body 1, a chamber 2 formed within the valve body 1, an inlet connector 3 and a drain connector 4 respectively connected to both ends of the chamber 2, a secondary oil passage 5 and a main oil passage 6 sequentially arranged between the inlet connector 3 and the drain connector 4, an outer valve sleeve 7 fixedly connected within the chamber 2, an inner valve sleeve 8 slidably connected within the outer valve sleeve 7, a drain valve 9 fixedly connected to one end of the inner valve sleeve 8 near the drain connector 4, a drain spring 10 provided between the drain valve 9 and the drain connector 4, a balance oil passage 11 communicating with the inner valve sleeve 8 on the drain valve 9, and a first secondary oil passage 12 and a second secondary oil passage 13 communicating with the secondary oil passage 5 on the outer valve sleeve 7, the first secondary oil passage 12 and the second secondary oil passage 13 sequentially arranged between the inlet connector 3 and the drain connector 4. The outer valve sleeve 7 has a first main oil passage 14 that communicates with the main oil passage 6; the inner valve sleeve 8 has a valve seat 15 fixedly connected to one end near the oil inlet connector 3, and a main valve 16 is slidably connected inside the inner valve sleeve 8. A spring assembly 17 is provided between the main valve 16 and the oil drain valve 9. The space where the spring assembly 17 is located between the main valve 16 and the oil drain valve 9 inside the inner valve sleeve 8 is a spring cavity 18. The inner valve sleeve 8 has a third auxiliary oil passage 19 and a second main oil passage 20 that are sequentially arranged between the valve seat 15 and the oil drain valve 9; the chamber 2 has a first annular oil passage 21 that communicates with the auxiliary oil passage 5, and the first auxiliary oil passage 12 and the second auxiliary oil passage 13 are connected to the first annular oil passage 21; the chamber 2 has a second annular oil passage 22 that communicates with the main oil passage 6, and the first main oil passage 14 is connected to the second annular oil passage 22.
[0017] Specifically, the outer valve sleeve 7 is configured such that, in the assembled state, the inner valve sleeve 8 and the main valve 16 are in the initial position. At this time, the second auxiliary oil passage 13 and the first main oil passage 14 are connected to the drain connector 4 through the chamber 2. The auxiliary oil passage 5 and the main oil passage 6 are in a depressurized state. Under the action of the fuel pressure of the inlet connector 3, the inner valve sleeve 8 and the drain valve 9 can overcome the elastic force of the drain spring 10 and slide relative to the outer valve sleeve 7, so that the drain connector 4 is closed, and the first auxiliary oil passage 12 and the second auxiliary oil passage 13 are connected to the third auxiliary oil passage 19. The main valve 16 is configured such that, under the action of the fuel pressure of the inlet connector 3, the main valve 16 can overcome the elastic force of the spring assembly 17 and slide relative to the inner valve sleeve 8, so that the third auxiliary oil passage 19 is connected to the first auxiliary oil passage 12 and the second auxiliary oil passage 13 to open the auxiliary oil passage 5, and the second main oil passage 20 is connected to the first main oil passage 14 to open the main oil passage 6.
[0018] In use, when the fuel pressure in the inlet connector 3 reaches the set value of the drain spring 10, the drain valve 9, inner valve sleeve 8, spring assembly 17, and main valve 16 can slide towards the drain connector 4 under the oil pressure of the inlet connector 3, thereby pressing the drain valve 9 against the drain connector 4 to close the drain connector 4, and connecting the third auxiliary oil passage 19 with the first auxiliary oil passage 12 and the second auxiliary oil passage 13, and connecting the second main oil passage 20 with the first main oil passage 14; when the fuel pressure in the inlet connector 3 continues to rise and reaches the set value for opening the auxiliary oil passage 5, the main valve 16 can squeeze the spring assembly 17 towards the drain connector 4 under the oil pressure of the inlet connector 3, connecting the third auxiliary oil passage 19 with the inlet connector 3 to open the auxiliary oil passage 5, and the auxiliary oil... Fuel is injected into the engine combustion chamber through fuel line 5, and the engine ignites. When the fuel pressure in fuel inlet connector 3 continues to rise and reaches the set value for opening the main fuel line 6, the main valve 16 continues to slide towards the fuel drain connector 4, so that the second main fuel passage 20 is connected to the fuel inlet connector 3 to open the main fuel line 6. The main fuel line 6 and the auxiliary fuel line 5 inject fuel into the engine combustion chamber at the same time, and the engine enters the working state. When the engine is turned off, the main valve 16 is reset under the action of the spring assembly 17, and the main fuel line 6 and the auxiliary fuel line 5 are closed in sequence. The fuel drain connector 4 is opened under the action of the fuel drain spring 10. At this time, the main fuel line 6 and the auxiliary fuel line 5 are connected to the fuel drain connector 4. The fuel remaining in the main fuel line 6 and the auxiliary fuel line 5 flows back to the fuel tank through the fuel drain connector 4 to prevent the fuel from remaining for too long and causing carbon deposits and blockage at the nozzle.
[0019] The main oil circuit 6 and auxiliary oil circuit 5 of this invention open in stages through a main valve 16, reducing the number of valves and seals, thereby reducing the frictional resistance when opening the main oil circuit 6 and auxiliary oil circuit 5. In addition, since the main oil circuit 6 and auxiliary oil circuit 5 share a main valve 16 and a set of springs 17, the spring cavity 18 is isolated from the oil inlet connector 3. The spring cavity 18 is connected to the oil drain connector 4 through the balance oil passage 11 on the oil drain valve 9. The pressure of the oil drain connector 4 is close to the fuel tank pressure (normal pressure), so the spring cavity 18 is a low-pressure cavity. In this way, the inner side of the main valve 16 is not affected by the pressure of the oil inlet connector 3, and the spring set 17 is not affected by the opening and closing of the valve. The opening pressure of the main oil circuit 6 and auxiliary oil circuit 5 is only related to the spring force and the frictional force of the main valve 16. The magnitude of the spring force is designed according to the opening pressure. Therefore, different opening pressures can be set according to the fuel supply requirements of the engine and the capacity of the fuel pump. The opening pressure can be set very high or very low. The main oil circuit 6 and auxiliary oil circuit 5 form a staged opening function to meet the needs of the engine for staged fuel supply.
[0020] In some embodiments, the sliding seal between the inner valve sleeve 8 and the outer valve sleeve 7 adopts a combination seal 23 of a sealing ring and a PTFE slip ring, and the sliding seal between the main valve 16 and the inner valve sleeve 8 adopts a combination seal 23 of a sealing ring and a PTFE slip ring. Specifically, the PTFE slip ring undertakes the main guiding and wear-resistant functions, while the sealing ring provides elasticity compensation and auxiliary sealing. This combination ensures the reliability of the seal and reduces the sliding friction coefficient to a very low level. At radial sliding pairs such as the inner valve sleeve 8 and the outer valve sleeve 7, and the main valve 16 and the inner valve sleeve 8, the combination of a low-friction coefficient PTFE slip ring and a sealing ring ensures sealing performance and significantly reduces sliding friction resistance. In addition, the combination seal 23 of the sealing ring and the PTFE slip ring can increase the mating clearance and reduce the processing difficulty.
[0021] In some embodiments, a first vulcanized rubber ring 24 is provided between the contact surfaces of the main valve 16 and the valve seat 15, and a second vulcanized rubber ring 25 is provided between the contact surfaces of the drain valve 9 and the drain connector 4. Specifically, at the key opening and closing points of the main valve 16 and the valve seat 15, and the drain valve 9 and the drain connector 4, a metal-vulcanized rubber end face seal is used instead of a radial seal to reduce frictional resistance during axial movement.
[0022] In some embodiments, the spring assembly 17 includes an outer spring and an inner spring arranged coaxially. By providing two springs, the stability of the spring assembly 17 can be increased.
[0023] In some embodiments, the outer valve sleeve 7 is fixed in the chamber 2 by an aviation retaining ring 26, and the oil drain valve 9 is fixedly connected to the inner valve sleeve 8 by the aviation retaining ring 26. The aviation retaining ring 26 can prevent loosening and ensure connection strength.
[0024] In some embodiments, the valve body 1 is provided with a pressure testing port 27, which is connected to the main oil circuit 6 through a second annular oil passage 22 and sealed by a plug 28. Specifically, when it is necessary to test the pressure of the main oil circuit 6, the plug 28 is unscrewed and a pressure gauge is connected, which facilitates testing, maintenance and use.
[0025] The above embodiments can be combined with each other.
[0026] The above embodiments are not intended to limit the shape, material, structure, etc. of this utility model in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this utility model shall fall within the protection scope of this utility model.
Claims
1. A fuel distributor, comprising a valve body, wherein a chamber is formed within the valve body, and an inlet connector and an outlet connector are respectively connected to both ends of the chamber. The chamber is connected to a secondary fuel passage and a main fuel passage sequentially disposed between the inlet connector and the outlet connector, characterized in that: An outer valve sleeve is fixedly connected to the chamber, and an inner valve sleeve is slidably connected inside the outer valve sleeve. An oil drain valve is fixedly connected to one end of the inner valve sleeve near the oil drain connector. An oil drain spring is provided between the oil drain valve and the oil drain connector. A balance oil passage communicating with the inner valve sleeve is opened on the oil drain valve. A first auxiliary oil passage and a second auxiliary oil passage communicating with the auxiliary oil passage are opened on the outer valve sleeve. The first auxiliary oil passage and the second auxiliary oil passage are sequentially arranged between the oil inlet connector and the oil drain connector. A first main oil passage communicating with the main oil passage is opened on the outer valve sleeve. A valve seat is fixedly connected to one end of the inner valve sleeve near the oil inlet connector. A main valve is slidably connected inside the inner valve sleeve. A spring assembly is provided between the main valve and the oil outlet valve. A third auxiliary oil passage and a second main oil passage are sequentially arranged between the valve seat and the oil outlet valve on the inner valve sleeve.
2. A fuel distributor according to claim 1, characterized in that: The sliding seal between the inner valve sleeve and the outer valve sleeve adopts a combination seal of sealing ring and polytetrafluoroethylene slip ring, and the sliding seal between the main valve and the inner valve sleeve adopts a combination seal of sealing ring and polytetrafluoroethylene slip ring.
3. A fuel distributor according to claim 1, characterized in that: A first vulcanized rubber ring is provided between the contact surfaces of the main valve and the valve seat, and a second vulcanized rubber ring is provided between the contact surfaces of the oil drain valve and the oil drain connector.
4. A fuel distributor according to claim 1, characterized in that: The spring assembly includes an outer spring and an inner spring arranged coaxially.
5. A fuel distributor according to claim 1, characterized in that: The outer valve sleeve is fixed to the chamber by an aviation retaining ring, and the oil drain valve is fixedly connected to the inner valve sleeve by an aviation retaining ring.
6. A fuel distributor according to claim 1, characterized in that: The valve body is provided with a pressure test port that is connected to the main oil circuit, and the pressure test port is sealed by a screw plug.
7. A fuel distributor according to claim 1, characterized in that: The chamber is provided with a first annular oil passage that communicates with the auxiliary oil passage, and the first auxiliary oil passage and the second auxiliary oil passage are connected to the first annular oil passage; the chamber is provided with a second annular oil passage that communicates with the main oil passage, and the first main oil passage is connected to the second annular oil passage.