JP4500722B2 - Pilot pressure regulator - Google Patents

Description

  The present invention relates to a pilot pressure regulator for driving a main pressure regulator, which is a pressure regulator that is provided in a fluid supply path and regulates a primary pressure to a secondary pressure.

  Conventionally, in a supply path for fluid, for example, city gas, the pressure of the pipeline is divided into a plurality of stages, and a pressure regulator is provided at a portion where the pressure is switched. In the pressure regulator, the primary pressure on the high pressure side is reduced to the secondary pressure on the low pressure side so that even if the flow rate of the fluid supplied to the secondary side fluctuates, the change in the secondary pressure is small. A pressure regulator for controlling the opening is included. A pressure regulator provided in a city gas supply path or the like is pilot-driven (see, for example, Patent Document 1).

  FIG. 5 shows a schematic configuration of a conventional pressure regulator. The pressure regulator is provided between the high-pressure side primary pipe 1 and the low-pressure side secondary pipe 2. The primary pressure of the primary pipe 1 is reduced to a preset secondary pressure by the main pressure regulator 3 and supplied to the secondary pipe 2. In the main pressure regulator 3, the opening degree of the valve is controlled by the drive unit 4 so that the fluctuation of the secondary pressure becomes small even if the flow rate fluctuates with the fluctuation of the demand of the fluid in the secondary pipe 2. . The drive unit 4 changes the valve opening degree of the main pressure regulator 3 according to the drive pressure supplied from the pilot pressure regulator 5. The fluid that gives the driving pressure flows out to the secondary conduit 2 side through the orifice 6. The fluid that flows out is replenished from the primary line 1 via the pilot line 7, the filter 8, and the pressure reducing valve 9.

  The pilot pressure regulator 5 is provided with two diaphragms, an upper diaphragm 11 and a lower diaphragm 12, which can be displaced up and down at intervals in a casing 10. A nozzle 13 is provided between the upper diaphragm 11 and the lower diaphragm 12, and the fluid whose primary pressure is reduced by the pressure reducing valve 9 is ejected upward. The nozzle 13 is provided with an opening for ejecting fluid upward. The opening of the nozzle 13 faces the lower end of the supply valve 14. An exhaust valve 15 is provided above the supply valve 14. The supply valve 14 and the exhaust valve 15 are integrally displaced up and down. A spring 16 is provided to urge the lower diaphragm 12 from below.

  The fluid from the primary side is introduced when the opening of the nozzle 13 is not blocked by the lower end of the supply valve 14. The introduced fluid flows out to the secondary side through a gap between a valve seat 17 provided on the upper diaphragm 11 and an exhaust valve 15 as a valve body, and between the upper diaphragm 11 and the lower diaphragm 12 between them. A driving pressure between the primary pressure and the secondary pressure is generated in the space between them.

  FIG. 6 shows the operating state of the pilot pressure regulator 5 as shown in FIG. FIG. 6A shows an operating state in which a driving pressure that is intermediate between the primary pressure and the secondary pressure is generated. The fluid from the primary side is introduced into the space between the upper diaphragm 11 and the lower diaphragm 12 through the gap between the opening of the nozzle 13 and the supply valve 14, and between the exhaust valve 15 and the valve seat 17 of the upper diaphragm 11. Flows out to the secondary side through the gap. A drive pressure between the primary pressure and the secondary pressure is obtained by the pressure drop in these gaps and supplied to the drive unit 4.

  FIG. 6B shows an operating state when the secondary pressure suddenly increases. As the secondary pressure rises, the upper diaphragm 11 is pushed downward, and the positions of the supply valve 14 and the exhaust valve 15 are also lowered. When the lower end of the supply valve 14 contacts and closes the opening of the nozzle 13, the lowering of the supply valve 14 and the exhaust valve 15 stops. As a result, the gap between the exhaust valve 15 and the valve seat 17 is increased, and the fluid in the space between the upper diaphragm 11 and the lower diaphragm 12 is easily discharged to the secondary side. Since the nozzle 13 is blocked by the supply valve 14 and the inflow of fluid from the primary side is eliminated, the driving pressure drops rapidly. When the drive pressure decreases, the drive unit 4 in FIG. 5 drives the main pressure regulator 3 so as to reduce the valve opening. The flow resistance against the fluid flowing from the primary conduit 1 to the secondary conduit 2 through the main pressure regulator 3 is increased, and the increase in the secondary pressure is suppressed. If the secondary pressure rises rapidly, the drive pressure also drops rapidly, and the drive unit 4 completely closes the main pressure regulator.

JP 2004-94657 A (FIG. 2)

  In the state shown in FIG. 6B, the fluid discharge speed through the gap between the exhaust valve 15 and the valve seat 17 greatly affects the pressure regulation performance of the pressure regulator as shown in FIG. If the discharge of the drive pressure is delayed when the secondary pressure rises, the pressure regulator performance deteriorates because the main pressure regulator 3 cannot be closed quickly. However, when the main pressure regulator 3 is completely closed, an initial load is applied to the valve body by a spring to provide a sealing performance. Therefore, the valve cannot be opened until the driving pressure rises to some extent. End up. For this reason, if the drive pressure is discharged too fast and the drive pressure drops significantly below the valve opening pressure after complete closing, the valve of the main pressure regulator 3 will be opened when the next drive pressure is raised. There will be a delay. For this reason, it is necessary to discharge the driving pressure at an optimum speed.

  In order to adjust the discharge speed of the driving pressure with the conventional pilot pressure regulator 5, it is necessary to replace parts around the exhaust valve 15 and the workability is poor.

  An object of the present invention is to provide a pilot pressure regulator capable of adjusting the discharge speed of the driving pressure with good workability.

The present invention is a pilot path for driving a main pressure regulator that regulates a primary pressure fluid to a secondary pressure, and is used to obtain a drive pressure from the primary pressure, and controls the exhaust flow rate to the secondary pressure side of the drive pressure. In a pilot pressure regulator equipped with an exhaust valve for
In the exhaust valve, an additional member into which the stroke part of the exhaust valve is inserted is removable,
The additional member limits the stroke of the exhaust valve, a divider pilot integer, characterized in that to change the discharge rate of the driving pressure.

According to the present invention, the pilot pressure regulator is used to obtain the driving pressure from the primary pressure in the pilot path that drives the main pressure regulator that regulates the fluid of the primary pressure to the secondary pressure. An exhaust valve for controlling the exhaust flow rate to the exhaust is provided. An additional member into which the stroke portion of the exhaust valve is inserted is detachable from the exhaust valve. The additional member limits the stroke of the exhaust valve, than to change the discharge rate of the driving pressure may be the removable additional member, for adjusting the discharging speed of the driving pressure. Since the discharge speed of the drive pressure can be adjusted by attaching and detaching the additional member, it is not necessary to replace parts around the exhaust valve, and the adjustment work can be performed quickly and with good workability.
In addition, the pilot pressure regulator can limit the exhaust valve stroke when the secondary pressure rises, change the position of the exhaust valve, and change the discharge speed of the driving pressure.

In the exhaust valve according to the present invention, the stroke portion may be inserted into the plurality of additional members .

According to the present invention, the stroke of the exhaust valve can be limited by the additional member into which the stroke portion of the exhaust valve is inserted, the stroke amount can be changed by the number of additional members used, and the discharge speed of the driving pressure can be adjusted. .

In the present invention, the additional member, characterized in that it is a-ring.

According to the present invention, it is possible to limit the stroke of the exhaust valve in which the ring an additional member of the stroke part of the exhaust valve is inserted, adjusting the discharging speed of the driving dynamic pressure.

According to the present invention, the exhaust valve is detachable from the additional member into which the stroke portion of the exhaust valve is inserted, and the additional member limits the stroke of the exhaust valve to change the discharge speed of the driving pressure. Since the exhaust valve can adjust the discharge speed of the driving pressure by attaching and detaching the additional member, it is not necessary to replace parts around the exhaust valve, and the adjustment work can be performed quickly and with good workability.
Further, the exhaust pressure displacement speed can be changed by limiting the stroke of the exhaust valve that is displaced when the secondary pressure rises and changing the position of the exhaust valve as a valve that discharges the drive pressure to the secondary side.

Further, according to the present invention, the stroke portion of the exhaust valve can be inserted into one or more additional members, and the stroke amount can be adjusted by the number of additional members to be used.

According to the present invention, the stroke part of the exhaust valve, inserted into the ring is 1 or more additional members, it is possible to adjust the strokes amount.

  FIG. 1 shows a schematic configuration of a pilot pressure regulator 20 as an embodiment of the present invention. The pilot pressure regulator 20 has basically the same configuration as that of the pilot pressure regulator 5 shown in FIGS. However, a ring 21 as an additional member can be attached to and detached from the exhaust pressure valve 15 in the pilot pressure regulator 20. 1A shows a state where the ring 21 is not attached, and FIG. 1B shows a state where the ring 21 is attached.

  As shown in FIG. 1B, when the ring 21 is attached to the exhaust valve 15, the supply valve 14 and the exhaust valve are integrated with the lower end of the supply valve 14 coming into contact with the nozzle 13 when the upper diaphragm 11 is lowered. After the lowering of 15 stops, the upper diaphragm 11 also stops lowering by the thickness of the ring 21. As a result, the valve seat 17 of the upper diaphragm 11 stops at a higher position than the inverted conical exhaust valve 15 as compared with FIG. Since the exhaust valve 15 stops at a relatively large position with respect to the diameter of the valve seat 17, the gap through which the fluid of the driving pressure flows out to the secondary side is narrowed, and the outflow speed is reduced.

  FIG. 2 shows the shape of the ring 21 used in FIG. FIG. 2A shows the appearance of the ring 21. The ring 21 is generally disc-shaped, and a center hole 22 into which the exhaust valve 15 is inserted is provided at the center. A plurality of passage holes 23, 24,... Are formed around the center hole 22. The exhaust valve 15 and the supply valve 14 are separable. As shown in FIG. 2 (b), when the exhaust valve 15 with the supply valve 14 removed is inserted into the center hole 22 of the ring 21, the ring 21 is inserted around the exhaust valve 15. When the supply valve 14 is combined with the exhaust valve 15, the lower surface of the ring 21 comes into contact with the upper surface of the supply valve 14 joined to the lower end side of the exhaust valve 15.

  When the secondary pressure rises and the upper diaphragm 11 descends, the lower surface of the supply valve 14 stops descending when coming into contact with the nozzle 13 as shown in FIG. The valve seat 17 of the upper diaphragm 11 is received. If the thickness of the ring 21 is changed, the gap between the exhaust valve 15 and the valve seat 17 can be changed. Further, in the state shown in FIG. 1B, the fluid of the driving pressure flows through the passage holes 23 and 24 of the ring 21 and then flows out into the gap between the exhaust valve 15 and the valve seat 17. The outflow speed can also be adjusted by the number and position of the holes 23 and 24. For example, as shown in FIG. 2C, if two rings 21 are used, the discharge speed of the driving pressure can be made smaller than that in FIG. Also, the discharge speed can be changed by changing the diameters and surface roughness of the passage holes 23 and 24 of the ring 21.

  FIG. 3 shows a change in pressure regulation characteristics when the ring 21 in FIG. 2 is attached to and removed from the exhaust valve 15 as an additional member. A state where the ring 21 is not attached as shown in FIG. A broken line shows a state in which the ring 21 is mounted as shown in FIG. FIG. 3A shows the change of the secondary pressure on the vertical axis side. FIG. 3B shows a change in driving pressure on the vertical axis side. 3A and 3B, the horizontal axis indicates the passage of time.

For example, it is assumed that the secondary pressure rapidly increases at time t0. When the ring 21 indicated by the solid line is not attached, the discharge speed of the drive pressure is faster than when the ring 21 indicated by the broken line is attached. Therefore, at time t1, the drive pressure is reduced and the valve of the main pressure regulator 3 is close. As a result, the increase in secondary pressure is also stopped. In contrast, in the state of mounting the ring 21 shown in broken lines, since the discharge speed of the drive pressure becomes lower than the solid line, until late time t2 than time t1, the time to close the valve of ShuSei intensifier 3 Cost. As a result, the increase in secondary pressure also increases.

  When the main pressure regulator 3 is closed and the fluid is used in the secondary pipe 2, the secondary pressure rapidly decreases. For example, when the secondary pressure suddenly decreases at time t10, the upper diaphragm 11 shown in FIG. 1 rises, the exhaust valve 15 closes the valve seat 17, and the drive pressure does not flow out to the secondary side. The lower end of 14 opens the opening of the nozzle 13, and the primary pressure is introduced into the space between the upper diaphragm 11 and the lower diaphragm 12, and the driving pressure rises. However, in a state where the ring 21 indicated by the solid line is not attached, the valve of the main transformer 3 is completely closed due to a rapid decrease in driving pressure, and it takes time until the valve is opened again. On the other hand, in the state where the ring 21 indicated by the broken line is attached, the valve opening pressure is reached relatively quickly, the valve of the main pressure regulator 3 is opened at time t11, and the secondary pressure rises. Those who do not wear the ring 21 indicated by the solid line reach the valve opening pressure at time t12 later than time t11, and the valve opens.

  FIG. 4 shows an example in which a cover 31 is mounted around the exhaust valve 15 as an additional member according to another embodiment of the present invention. By attaching the cover 31 to the exhaust valve 15, the exhaust valve 15 can be operated equivalently to shorten the length thereof, and the discharge speed of the driving pressure when the upper diaphragm 11 is lowered can be reduced. it can.

It is the simplified sectional view showing the schematic structure of pilot pressure regulator 20 as one embodiment of the present invention. It is the simplified top view and side sectional drawing which show the shape and use condition of the ring 21 used as an additional member to the pilot pressure regulator 20 of FIG. The ring 21 of FIG. 2 as an additional member, showing changes in the integer pressure characteristic at the time of detaching the exhaust valve 15. FIG. 7 is a simplified side cross-sectional view showing an example in which a cover 31 is mounted around the exhaust valve 15 as an additional member according to another embodiment of the present invention. It is a piping system diagram which shows the schematic structure of the conventional pressure regulator. FIG. 6 is a simplified cross-sectional view showing an operating state of the pilot pressure regulator 5 as shown in FIG. 5.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Casing 11 Upper diaphragm 12 Lower diaphragm 13 Nozzle 14 Supply valve 15 Exhaust valve 16 Spring 17 Valve seat 20 Pilot pressure regulator 21 Ring 22 Center hole 23, 24, ... Passage hole 31 Cover 31 Adapter

Claims (3)

Exhaust valve for controlling the exhaust flow rate to the secondary pressure side of the drive pressure, which is used to obtain the drive pressure from the primary pressure in the pilot path that drives the main pressure regulator that regulates the primary pressure fluid to the secondary pressure A pilot pressure regulator comprising:
In the exhaust valve, an additional member into which the stroke part of the exhaust valve is inserted is removable,
The additional member limits the stroke of the exhaust valve, divider pilot integer, characterized in that to change the discharge rate of the driving pressure. The pilot pressure regulator according to claim 1 , wherein the exhaust valve is capable of inserting the stroke portion into a plurality of the additional members . The additional member, divider pilot integer of claim 1, wherein a is-ring.

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