Fuel damper

Abstract

The utility model discloses a fuel damper relates to fuel damper technical field, including connecting body and core, the core is installed in the connecting body with the interference, and the core and the connecting body jointly enclose the throttle buffer channel of spiral shape, both ends of throttle buffer channel all are linked with outside communication. The utility model discloses fuel damper has longer throttle buffer channel and better turbulent flow buffering effect, significantly reduced the pressure fluctuation and " water hammer " impact of fuel, effectively protected the pressure gauge or sensor.

Description

Technical Field

[0001] This utility model relates to the field of fuel damper technology, specifically to a fuel damper. Background Technology

[0002] Because the high-pressure injection pulse depressurization of the diesel engine creates alternating impacts on the low-pressure fuel inlet system, significant pressure peaks and fluctuations occur in the low-pressure fuel system. This continuously impacts the pressure gauges or sensors being tested, causing pressure fluctuations and reducing their fatigue life. Especially under sudden load increases in the generator set, strong fluctuations in low-pressure fuel pressure create a "water hammer" effect, causing short-term damage to the pressure gauges or sensors. This results in the inability to monitor the low-pressure fuel system pressure of the diesel engine, affecting its operation.

[0003] like Figure 4 As shown, in order to reduce the fluctuations and shocks of pressure gauges or sensors, a fuel damper is usually added in front of the pressure gauge or sensor for buffering. Although it can reduce some fluctuations, the throttling gap 4 of the existing fuel damper is relatively short, so the throttling buffering effect is limited, and the fluctuations or damage of pressure gauges or sensors occur frequently. Utility Model Content

[0004] In view of the above-mentioned defects in the existing technology, the present invention provides a fuel damper with a long throttling buffer channel and a good turbulence buffering effect, which can effectively protect the pressure gauge or sensor.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] A fuel damper includes a connector and a core, the core being interference-fitted into the connector and the core and the connector together forming a spiral throttling buffer channel, both ends of which are connected to the outside.

[0007] The connector has a mounting hole, and the core is interference-fitted into the mounting hole; the core has a first thread on its exterior, and the first thread and the wall of the mounting hole form the throttling buffer channel.

[0008] The first thread is a trapezoidal thread.

[0009] The nominal diameter D of the first thread is 8 to 12 mm, and the pitch P is 1.5 to 2.5 mm.

[0010] The core has a height H of 30-40 mm and the first thread has 15-25 turns.

[0011] The core has chamfered edges at both ends.

[0012] The interference fit between the core and the mounting hole is 0.01 to 0.05 mm.

[0013] The connector has a first connecting structure at one end and a second connecting structure at the other end.

[0014] The first connecting structure is a threaded hole, which is coaxially arranged with the mounting hole and is connected to the mounting hole.

[0015] The second connection structure is a second thread, which is disposed on the outside of the connecting body.

[0016] By adopting the above technical solution, the beneficial effects of this utility model are:

[0017] The fuel damper provided by this utility model has a longer throttling buffer channel by designing the throttling buffer channel as a spiral shape. The longer throttling buffer channel can reduce the turbulence of the fuel, making the fuel flow more stable and having a better turbulence buffering effect. It significantly reduces the pressure fluctuation and "water hammer" impact of the fuel, thereby ensuring the stability of the fuel test pressure and effectively protecting the pressure gauge or sensor, ensuring the reliable operation of the pressure gauge or sensor. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the fuel damper of this utility model;

[0019] Figure 2 yes Figure 1 A schematic diagram of the core structure;

[0020] Figure 3 yes Figure 1 Schematic diagram of the middle connector;

[0021] Figure 4 This is a schematic diagram of the structure of a fuel damper in the prior art;

[0022] In the diagram: 1. Connector; 11. Mounting hole; 12. Threaded hole; 13. Second thread; 2. Core; 21. First thread; 22. Chamfer; 3. Throttling buffer channel; 4. Throttling gap. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0024] like Figures 1 to 3 As shown, this embodiment discloses a fuel damper, including a connector 1 and a core 2. The core 2 is interference-fitted into the connector 1, and the core 2 and the connector 1 together form a spiral throttling buffer channel 3. Both ends of the throttling buffer channel 3 are connected to the outside.

[0025] In this embodiment, the fuel damper is designed with a spiral throttling buffer channel 3, resulting in a longer throttling buffer channel 3. The longer throttling buffer channel 3 can reduce the turbulence of the fuel, making the fuel flow more stable and having a better turbulence buffering effect. It significantly reduces the pressure fluctuation and "water hammer" impact of the fuel, thereby ensuring the stability of the fuel test pressure and effectively protecting the pressure gauge or sensor, ensuring the reliable operation of the pressure gauge or sensor.

[0026] In this embodiment, the connector 1 has a mounting hole 11, and the core is interference-fitted into the mounting hole 11. The core 2 has a first thread 21 on its exterior, and the first thread 21 and the wall of the mounting hole 11 form a throttling buffer channel 3. Machining the first thread 21 on the exterior of the core 2, instead of machining a threaded mounting hole inside the connector 1, facilitates manufacturing, better ensures the fitting accuracy between the connector 1 and the core 2, and reduces manufacturing costs. Of course, it is also possible to choose to machine a threaded mounting hole inside the connector 1, depending on actual needs; this embodiment does not impose any restrictions on this.

[0027] In this embodiment, the first thread 21 is preferably a trapezoidal thread, with a nominal diameter D of 8–12 mm and a pitch P of 1.5–2.5 mm. This configuration provides a larger throttling flow area, ranging from the flow area of ​​a Φ0.6–Φ1.0 mm hole, which is larger than that of a conventional thread and prevents clogging. It should be noted that the designed throttling flow area should not be too small, otherwise fuel impurities will easily clog the throttling buffer channel 3; nor should it be too large, otherwise a longer number of thread turns will be required, increasing the structural space and manufacturing cost of the fuel damper.

[0028] In this embodiment, the preferred height H of the core 2 is 30-40 mm, and the number of turns of the first thread 21 is 15-25. This setting ensures the buffering and damping effect. If the number of turns is too small, it will reduce the length of the throttling buffer channel 3, thereby reducing the buffering and damping effect.

[0029] To facilitate the assembly of the core 2, chamfers 22 are provided at both ends of the core 2 in this embodiment.

[0030] In this embodiment, the interference fit between the core 2 and the mounting hole 11 is 0.01 to 0.05 mm. The interference fit should not be too small, otherwise the core 2 will easily loosen due to impact; the maximum interference fit should not be too large, otherwise the connector 1 and the core 2 will experience yielding failure, and the assembly difficulty will increase.

[0031] In this embodiment, the core 2 is not limited in the connector 1 and can be pushed out or knocked out by the threaded special screw of the connector 1, so as to facilitate cleaning or replacement of the core 2 and prevent impurities or sludge in the fuel line system from clogging the fuel damper.

[0032] In this embodiment, one end of the connector 1 is provided with a first connecting structure and the other end is provided with a second connecting structure. The first connecting structure is used to connect with a pressure gauge or sensor, and the second connecting structure is used to connect with a monitoring pipeline.

[0033] In this embodiment, the first connecting structure is a threaded hole 12, which is coaxially arranged with the mounting hole 11 and is connected to the mounting hole 11; the second connecting structure is a second thread 13, which is arranged on the outside of the connecting body 1.

[0034] In this embodiment, the minimum wall thickness T of the connector 1 is controlled between 2 and 4 mm. The wall thickness should not be too large, otherwise it will increase the structural space and manufacturing cost of the fuel damper. Under the maximum interference, the material should not yield.

[0035] The above describes one embodiment of the fuel damper of this utility model in detail. Many other embodiments are also described but will not be elaborated upon here. In summary, the fuel damper of this utility model has a long throttling buffer channel 3 and a good turbulence buffering effect, significantly reducing pressure fluctuations and "water hammer" impacts, effectively protecting the pressure gauge or sensor, and ensuring the reliable operation of the pressure gauge or sensor.

[0036] This utility model is not limited to the specific embodiments described above. Any modifications made by those skilled in the art based on the above concept without creative effort shall fall within the protection scope of this utility model.

Claims

1. A fuel damper, characterized in that Including connectors and cores, The core is interference-fitted into the connector body, and the core and the connector body together form a spiral throttling buffer channel, with both ends of the throttling buffer channel connected to the outside.

2. The fuel damper of claim 1, wherein The connector has a mounting hole, and the core is interference-fitted into the mounting hole; the core has a first thread on its exterior, and the first thread and the wall of the mounting hole form the throttling buffer channel.

3. The fuel damper of claim 2, wherein, The first thread is a trapezoidal thread.

4. The fuel damper of claim 3, wherein, The nominal diameter D of the first thread is 8 to 12 mm, and the pitch P is 1.5 to 2.5 mm.

5. The fuel damper of claim 4, wherein, The core has a height H of 30-40 mm and the first thread has 15-25 turns.

6. The fuel damper of claim 2, wherein, The core has chamfered edges at both ends.

7. The fuel damper of claim 2, wherein, The interference fit between the core and the mounting hole is 0.01 to 0.05 mm.

8. The fuel damper according to any one of claims 2 to 7, characterized in that, One end of the connector is provided with a first connecting structure, and the other end is provided with a second connecting structure.

9. The fuel damper of claim 8, wherein, The first connection structure is a threaded hole, which is coaxially arranged with the mounting hole and is connected to the mounting hole.

10. The fuel damper of claim 8, wherein, The second connection structure is a second thread, which is located on the outside of the connecting body.

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