KR101045519B1 - Regulator - Google Patents

Abstract

The present invention relates to a regulator for depressurizing high-pressure fuel to a desired outlet pressure through a two-stage depressurization process, and includes a regulator having a first decompression unit and a second decompression unit to decompress fuel introduced into an input port to discharge the output port. The first pressure reducing unit includes: a first housing in which a first orifice is formed; a first valve shaft coupled to the first orifice; a first diaphragm coupled to one end of the first valve shaft and linearly reciprocating; A first cover coupled to the first housing so as to cover an end portion of the diaphragm, a first spring coupled between the first diaphragm and the first cover, and supplied through a hot water port between the first orifice and the first diaphragm. A first plate is formed to increase the temperature of the fuel cooled in the depressurization process using hot water and then deliver the fuel to the first diaphragm. The second decompression unit is coupled to the first housing in a direction perpendicular to the second housing, the second orifice is formed, the second valve shaft coupled to the second orifice, coupled to one end of the second valve shaft linearly reciprocating A second diaphragm that moves, a second cover coupled to the second housing to cover an end portion at which the second diaphragm is installed, a second spring coupled between the second diaphragm and the second cover, and the second orifice and the second cover A second plate is formed to increase the temperature of the fuel cooled in the depressurization process and transfer the fuel to the second diaphragm by using hot water supplied through the hot water port between diaphragms, and the first and second plates are fuel. To provide a configuration having one or more delivery holes formed to deliver.

By using the regulator as described above, it is possible to provide a desired outlet pressure via the first and second pressure reducing sections, and by connecting the diaphragm and the valve shaft to each other, even if foreign matter contained in the fuel is caught between the valve shaft and the orifice, The opening amount of can be precisely controlled.

Regulator, Fuel Pressure, Pressure Relief, Orifice, Diaphragm, Plate

Description

Regulator {REGULATOR}

The present invention relates to a regulator, and more particularly, to a regulator for depressurizing a fuel compressed at high pressure such as compressed hydrogen gas or natural gas to a predetermined pressure in two stages.

A regulator is a device that is applied to a vehicle using compressed hydrogen gas, compressed natural gas, or the like as a fuel to reduce the high-pressure fuel pressure formed at the inlet side to a predetermined pressure and supply it to the outlet side.

First, the compressed natural gas vehicle will be briefly described with reference to FIG. 1.

1 is a schematic configuration diagram of a general compressed natural gas vehicle.

As shown in FIG. 1, a compressed natural gas (hereinafter referred to as 'C & G') vehicle has a fuel supply line connecting a cylinder (1), a cylinder (1), and an engine (2) in which the CN engine is stored. (3), a regulator (4) installed in the fuel supply line (3) for reducing the CN engine, and a mixer (5) for mixing the CN engine and the intake air reduced in pressure through the regulator (4) and supplying the engine (2) to the engine (2). It is composed.

The cylinder 1 stores the compressed press engine at a pressure of approximately 200 to 250 bar, and the cylinder is depressurized to maintain approximately 2 bar while passing through the regulator 4 before being supplied to the engine 2.

In addition, the mixer 5 is provided with an air cleaner 5a for removing foreign matters from the intake air, and the air cleaner 5a removes foreign matters that hinder combustion of the engine 2 to prevent engine relief.

Here, the engine 2, the regulator 4, the mixer 5 and the air cleaner 5a are controlled by a main controller such as an electronic control unit.

Therefore, the mixer in which the engine and the intake air are combined by the mixer 5 is injected into each combustion chamber of the engine 2 to perform combustion, and harmful exhaust gas generated by the combustion is discharged to the outside.

A typical fuel decompression regulator applied to such a CNG vehicle performs only one step decompression. An example of a fuel decompression regulator that performs one step decompression is Korean Registered Utility Model Publication No. 0289663 (September 04, 2002). Registration, hereinafter referred to as 'prior art 1').

2 is a block diagram of a fuel pressure reducing regulator according to the prior art 1 described above.

As shown in FIG. 2, the conventional regulator includes a fuel supply port 6 through which fuel is supplied from a control valve, a diaphragm 7 that expands and contracts according to inflow and outflow of fuel, and a pressure for adjusting the inflow amount of the fuel. The adjusting screw 8a, the balance spring 8 that presses the diaphragm 7, and the lever 9 which is operated when the diaphragm 7 descends to open and close the valve 6a attached to the fuel supply port 6 do.

First, when the high-pressure fuel is introduced into the interior through the valve 6a provided at the end of the fuel supply port 6, the pressure in the pressure reducing chamber is increased, and the diaphragm 7 is raised upward.

In this case, the balance spring 8 installed on the upper surface of the diaphragm 7 is contracted, and the main spring 9a mounted at the lower part of the lever 9 is expanded, and the valve 6a formed at the upper portion of the fuel supply port 6 is expanded. ) To shut off the fuel supply.

The fuel thus decompressed is discharged through the fuel outlet 10a formed at one side, and the diaphragm 7 is lowered by the elasticity of the balance spring 8 to operate the lever 9 downward, thereby allowing the fuel supply port 6 to be lowered. The fuel starts to be supplied again by opening the valve 6a.

In this manner, the high pressure fuel is reduced to the next stage through the repeated opening and closing of the valve 6a and mixed with air.

However, in the conventional regulator performing one-stage decompression, the cross-sectional area of the decompression chamber had to be large, and the spring constant of the spring had to be adopted to reduce the considerable pressure. Therefore, there is a problem that the manufacturing cost increases as the overall volume of the regulator increases and the unit cost increases.

In addition, since the pressure is reduced only by the expansion and contraction of the spring and the diaphragm, there is a limit to the small adjustment of the fluctuation range of the outlet pressure during the large fluctuation of the inlet pressure.

In addition, in the case of CNENG, since the temperature decreases rapidly during decompression, the diaphragm formed of the rubber causes icing due to the temperature drop due to the material property, thereby reducing the operability of the regulator and increasing the risk of breakage.

In order to solve this problem, the applicant has applied a regulator for reducing the fuel pressure in two stages in Korean Patent Application No. 10-2008-0054420 (filed June 11, 2008, hereinafter referred to as 'Prior Art 2'). It has been disclosed and filed.

3 is a block diagram of a regulator according to the prior art 2 described above.

As shown in FIG. 3, the regulator according to the related art 2 has a first pressure reducing unit 10 for reducing the fuel first and a second pressure reducing unit for secondary pressure reducing the fuel passing through the first pressure reducing unit 10 ( 20), and the operating directions of the first pressure reducing unit 10 and the second pressure reducing unit 20 are configured to be perpendicular to each other.

The first pressure reducing unit 10 includes one end of the first valve shaft 13 and the first valve shaft 13 coupled with the first housing 11 and the first orifice 12 in which the first orifice 12 is formed. Piston 14 and linearly reciprocating in contact with the first cap 15 and the piston 14 and the first cap 15 coupled with the first housing 11 so as to cover the end where the piston 14 is installed. It comprises a first spring 16 is coupled between.

The second decompression unit 20 is coupled to the second housing 21 in which the second orifice 22 is formed in the vertical direction of the first housing 11, and the second valve shaft coupled to the second orifice 22 ( 23), the diaphragm 24 in contact with one end of the second valve shaft 23 for linear reciprocating motion, and the second cap 25 coupled with the second housing 21 to cover the end portion where the diaphragm 24 is installed. And a second spring 26 installed between the diaphragm 24 and the second cap 25.

The regulator according to the prior art 2 having such a configuration has the effect of providing a predetermined outlet pressure by performing a two-stage pressure reduction.

However, the regulator according to the related art 2 has a problem in that the response of the first valve shaft 13 is lowered by using the piston 14 having a shape fixed to the first decompression unit 10.

The piston 14 and the first valve shaft 13 are provided in the first decompression unit 10 in a state where they are separated from each other.

Accordingly, even if the piston 14 linearly moves upward to reduce the fuel pressure in the first pressure part 10, the first valve shaft 13 provided in a state separated from the piston 14 is a shaft support. Since the linear motion is caused by the elastic force of the shaft spring 18 provided at (17), there is a limit in accurately adjusting the opening amount of the first orifice 12.

In addition, in order to assemble each part in the correct position has to go through a high degree of difficulty, there is a problem inferior assembly.

In the regulator according to the related art 2, the foreign matter contained in the fuel is caught between the first orifice 12 and the first valve shaft 13 and between the second orifice 22 and the second valve shaft 23. The first and second valve shafts 13 and 23 fail to accurately adjust the opening amounts of the first and second orifices 12 and 22.

In addition, as the temperature of the fuel decreases while passing through the second orifice 22 of the second decompression unit 20, the rubber of the diaphragm 24 becomes hard and the durability decreases, and the pressure reduction performance of the regulator also decreases. there was.

As a result, the regulator according to the prior art 2 has a problem in that it does not provide an outlet pressure sufficiently reduced in pressure to supply the engine 2 of the CNG vehicle.

The present invention is to solve the above problems, an object of the present invention is to provide a regulator for reducing the high-pressure fuel to the desired outlet pressure through a two-stage pressure reduction process.

Another object of the present invention is to provide a regulator that can be easily assembled by connecting the valve shaft and the diaphragm with each other.

Still another object of the present invention is to provide a regulator capable of preventing the fuel having a lowered temperature from flowing directly into the diaphragm while passing through the orifice.

Still another object of the present invention is to provide a regulator capable of preventing flow during linear reciprocation of the diaphragm.

According to a feature of the present invention for achieving the above object, the present invention is a regulator having a first reducing unit and a second reducing unit to reduce the fuel introduced into the input port to discharge to the output port, the first The decompression unit includes a first housing in which a first orifice is formed, a first valve shaft coupled to the first orifice, a first diaphragm coupled to one end of the first valve shaft and linearly reciprocating, and an end portion at which the first diaphragm is installed. Depressurization using a first cover coupled to the first housing to cover, a first spring coupled between the first diaphragm and the first cover, and hot water supplied through the hot water port between the first orifice and the first diaphragm. The first plate is formed to increase the temperature of the fuel cooled in the process and to deliver to the first diaphragm, the second decompression unit is the first housing A second housing coupled at right angles to the gong and having a second orifice formed therein, a second valve shaft coupled to the second orifice, a second diaphragm coupled to one end of the second valve shaft and reciprocating linearly, A second cover coupled to the second housing so as to cover an end portion of the second diaphragm, a second spring coupled between the second diaphragm and the second cover, and the hot water port between the second orifice and the second diaphragm; And a second plate formed to increase the temperature of the fuel cooled in the depressurization process using the supplied hot water and then deliver the fuel to the second diaphragm, wherein the first and second plates are formed to deliver fuel. It is characterized by having a ball.

The first pressure reducing unit may include a first cap surrounding one side and an outer circumferential surface of the first valve shaft and a first flow path configured to deliver fuel supplied through an input port to the first orifice, the first valve shaft and the first valve shaft. A shaft spring is installed between the cap and the second flow path is formed to deliver the fuel flowing into the first diaphragm to the second decompression unit, the first cap is the fuel supplied through the first flow path At least one inlet hole is formed to pass through to deliver to the first orifice.

The second decompression unit further includes a third passage formed to pass the reduced pressure while passing through the second orifice to the output port, and an air port formed to communicate between the second diaphragm and the second cover. do.

Each of the first and second covers includes a guide tool formed with an insertion space into which one end of the first and second diaphragms are inserted, a coupling plate coupled to an outer surface of the guide tool, and an adjustment bolt fastened to the tip of the guide tool. It characterized in that it comprises a first and second guide portion.

One side of the first and second valve shaft is provided with an insertion portion to be inserted into the insertion space formed in the guide of the first and second guide portion, characterized in that the insertion portion and the guide is provided with an O-ring.

As described above, the present invention may provide a desired outlet pressure through a two-stage decompression process of the first and second decompression units.

In addition, by applying a diaphragm instead of a piston and connecting the diaphragm and the valve shaft to each other in a hook type, the responsiveness of the valve shaft can be improved, and even if foreign matter contained in the fuel is caught between the valve shaft and the orifice, The opening amount of the orifice can be accurately controlled.

In addition, by using the first and second plates provided in the first and second pressure reducing units, it is possible to prevent the fuel whose temperature has decreased while passing through the orifice directly affecting the diaphragm. As a result, the rubber of the diaphragm becomes hard while the durability is inferior, and the decompression performance can be prevented from being lowered.

In addition, the front end of the diaphragm and the lower end of the cover to each other, and by applying an O-ring to the front end of the diaphragm to prevent the flow during the linear reciprocating movement of the diaphragm, it has the effect of reducing the coaxiality.

Hereinafter, a regulator according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

4 is a perspective view of a regulator according to a preferred embodiment of the present invention, FIG. 5 is a cross-sectional perspective view taken along line AA ′ of FIG. 4, and FIG. 6 is a cross-sectional perspective view taken along line B-B ′ of FIG. 4.

First, as shown in Figure 4, the regulator according to a preferred embodiment of the present invention is the second pressure-reduction of the fuel passing through the first pressure reducing unit 100 and the first pressure reducing unit 100 for the first pressure reduction of the fuel The second decompression unit 200 is configured, and the operating directions of the first decompression unit 100 and the second decompression unit 200 are configured to be perpendicular to each other.

In addition, an input port 101 for supplying high pressure fuel and a hot water port 102 for supplying hot water are connected to the first decompression unit 100, and an output port for discharging the decompressed fuel to the second decompression unit 200. 201 is connected.

The hot water port 102 is a coolant for absorbing heat from the engine 2 to prevent the engine overheating by preventing the rapid temperature drop caused by the fuel characteristics during the depressurization operation of the first and second decompression unit (100,200) It circulates around the decompression chamber of the 1st and 2nd pressure reduction parts 100 and 200. FIG.

In addition, a shut-off valve 103 for controlling the inflow of fuel and a pressure sensor 104 for measuring the pressure of the fuel flowing into the input port 101 are provided between the input port 101 and the first decompression unit 100. do. The shut-off valve 103 is preferably a solenoid valve (Solenoid Valve).

Between the first pressure reducing unit 100 and the second pressure reducing unit 200, when the outlet pressure rises to a high pressure of a predetermined level or more due to fire, external shock or internal operation or more, a safety valve for discharging fuel inside the regulator to the outside ( 105).

The safety valve 105 is preferably a relief valve (Relief Valve) or a pressure reducing valve (Pressure Rdeucing Valve).

Next, the configuration of the first and second pressure reducing units 100 and 200 will be described in detail with reference to FIGS. 5 and 6.

As illustrated in FIG. 5, the first decompression unit 100 includes a first valve shaft 120 for adjusting an opening amount of the first housing 110 and the first orifice 111 in which the first orifice 111 is formed. ), A first cover coupled to the first housing 110 so as to cover an end portion of the first diaphragm 130 and the first diaphragm 130 which is coupled to one end of the first valve shaft 120 and linearly reciprocates. 140, a first spring 150 coupled between the first diaphragm 130 and the first cover 140, and a first plate mounted between the first orifice 111 and the first diaphragm 130. 160).

The first housing 110 surrounds an outer circumferential surface of the first flow path 112 and the first valve shaft 120 formed to supply fuel introduced through the input port 101 to the first orifice 111. Pressure of the fuel introduced through the first cap 170 and the first diaphragm 130 and the second flow passage 113 and the first orifice 111 formed to deliver the fuel to the second decompression unit 200. The first pressure reducing chamber 114 for reducing the pressure is formed.

The first cap 170 includes one or more inlet holes 171 formed in communication with the first flow path 112 and a shaft spring 172 that provides elastic force to the first valve shaft 120. The inlet hole 171 serves to guide the fuel supplied through the first flow path 112 to the first orifice 111, the shaft spring 172 is the valve 121 of the first valve shaft 120 ) Is applied to the first orifice 111 in the direction.

As illustrated in FIG. 6, the second flow passage 113 is a path for feeding the first pressure-reduced fuel from the first decompression unit 100 to the second decompression unit 200.

The first orifice 111 adjusts the opening and closing amount by the first valve shaft 120 to reduce the fuel pressure.

The first valve shaft 120 has a valve 121 that is formed to be inclined to adjust the opening amount of the first orifice 111 in the middle portion, the coupling space 131 formed in the first diaphragm 130 on one side It is provided with a coupling portion 122 for interference fit.

Since the valve 121 is in a state in which the first diaphragm 130 and the first valve shaft 120 are coupled to each other, the valve 121 maintains a state spaced apart from the first orifice 111 by a predetermined interval before the fuel is introduced therein. The orifice 111 is kept open by a predetermined opening amount. Subsequently, when the high-pressure fuel flows in, the valve 121 is the first orifice 111 as the first diaphragm 130 moves linearly in the right direction of FIG. 5 as the first valve shaft 120 also moves in the right direction. Reduce the fuel pressure by adjusting the opening amount of.

A seat 123 is provided between the valve 121 and the first orifice 111. The seat 123 is formed of a rubber material, and serves to adjust the opening amount of the first orifice 111 as the valve 121 of the first valve shaft 120 is coupled to the central through hole. In addition, the seat 123 may prevent the first orifice 111 from being worn due to the coupling of the valve 121.

The first diaphragm 130 is linearly moved in a right direction when viewed from one side and in FIG. 5 by the pressure of the fuel passing through the first orifice 111. One side of the first diaphragm 130 is formed with a coupling space 131 is coupled to the coupling portion 122 of the first valve shaft 120, the other side of the first guide portion of the first cover 140 The insertion part 132 inserted into the 141 is provided. O-ring 133 is installed in the middle of the insertion portion 132 to prevent the flow of the first diaphragm 130.

That is, as the first valve shaft 120 and the first diaphragm 130 are coupled to each other, the first diaphragm 130 and the first valve shaft 120 simultaneously move linearly. Therefore, as in the case of the related art 2, the responsiveness of the first pressure reducing part 100 is improved as compared with the case where the piston 14 and the first valve shaft 13 are separately installed.

In addition, even if foreign matter contained in the fuel is caught between the first orifice 111 and the first valve shaft 120, the valve 121 of the first valve shaft 120 as the first diaphragm 130 moves to the right. ) And the sheet 123 is elastically deformed by the foreign matter to linearly move to the right to appropriately adjust the opening amount of the first orifice 111.

The first cover 140 is formed in a cylindrical shape, one side of which is opened to cover an end portion on which the first diaphragm 130 is installed, and is in close contact with the first diaphragm 130 while wrapping the first spring 150 therein. One guide part 141 is provided.

The first guide part 141 fixes the flow of the first diaphragm 130 and the first spring 150 by fixing the insertion part 132 in the inserted state during the linear reciprocation of the first diaphragm 130. And vibration can be attenuated.

The first guide part 141 has an insertion space 143 into which the insertion part 132 is inserted, and has a guide port 142 and a thread formed on an outer circumferential surface thereof, and an outer circumferential surface of the guide 142. It is coupled to the inner circumferential surface is provided with a coupling plate 144 is a screw thread is formed so as to correspond to the thread of the guide 142 and the adjustment bolt 145 is fastened to the front end of the guide 142.

When the first guide part 141 rotates the guide bolt 142 by rotating the adjusting bolt 145, the position of the first diaphragm 130 may be adjusted by linearly reciprocating the coupling plate 144. have.

Accordingly, the first guide part 141 rotates the adjusting bolt 145 to adjust the elastic force of the first spring 150, thereby allowing the first diaphragm 130 to be driven by the fuel passing through the first orifice 111. The fuel flow can be fine-tuned by balancing the force with the.

The first plate 160 is mounted between the first orifice 111 and the first diaphragm 130 to directly pass the low-temperature fuel into which the first pressure reducing chamber 114 flows through the first orifice 111. It blocks the transmission to the first diaphragm 130.

The first plate 160 serves to prevent the durability of the first diaphragm 130 and the decompression performance of the first diaphragm 130 by cooling the fuel cooled while passing through the first orifice 111 to cool the rubber of the first diaphragm 130. Do it.

To this end, the first plate 160 is formed to increase the temperature of the fuel passing through the first orifice 111 by using hot water supplied through the hot water port 102 and circulated to the first diaphragm 130. It is provided with one or more transfer holes (161).

As shown in FIG. 6, the second decompression unit 200 is vertically coupled to the first housing 110 and the second housing 210 having the second orifice 211 formed thereon and the second orifice 211 is formed. A second diaphragm 230 coupled to one end of the second valve shaft 220, a second diaphragm 230 linearly reciprocating, and an installed end of the second diaphragm 230. The second cover 240 is coupled to the second housing 210, the second spuff 250 and the second orifice 211 is installed between the second diaphragm 230 and the second cover 240 and And a second plate 260 mounted between the second diaphragms 230.

The second housing 210 of the third flow path 212 and the second diaphragm 230 are formed to deliver fuel flowing into the second diaphragm 230 through the second orifice 211 to the output port 201. And a second pressure reducing chamber 214 for reducing the fuel pressure introduced through the air port 213 and the second orifice 211 formed in communication with the upper end.

The air port 213 receives the increased air flow rate when the CNG vehicle to which the regulator of the present invention is applied increases during rapid acceleration or full throttle. As seen in FIG. 6, the two-valve shaft 220 is linearly moved to the left. Then, the valve 221 of the second valve shaft 220 opens the second orifice 211 to increase the flow rate of the fuel flowing into the second diaphragm 230.

Therefore, the present invention can be adjusted to increase the flow rate of the fuel in proportion to the flow rate of the air by linearly moving the second diaphragm 230 through the air port (213).

The second orifice 211 reduces the pressure of the fuel pumped through the second flow passage 113 by adjusting the opening and closing amount by the second valve shaft 220.

The second valve shaft 220 has a valve 221 formed to adjust the opening amount of the second orifice 211 in the middle portion, and is forcibly held in the coupling space 231 formed in the second diaphragm 230 on one side. It is provided with a coupling portion 222 to be fitted.

The valve 221 has a seat 223 on a surface facing the second orifice 211. The sheet 223 is formed of a rubber material, and adjusts the opening amount of the second orifice 211 to secondly depressurize the pressure of the primary depressurized fuel while passing through the first decompression unit 100.

The second diaphragm 230 linearly moves in one direction, as seen in FIG. 6, due to the pressure of the fuel passing through the second orifice 211. One side of the second diaphragm 230 is formed with a coupling space 231 for coupling the coupling portion 222 of the second valve shaft 220, the second guide portion of the second cover 240 on the other side An inserting portion 232 inserted into the 241 is provided. O-ring 233 is installed in the middle of the insertion portion 232 to prevent the flow of the second diaphragm 230.

That is, as the second valve shaft 220 and the second diaphragm 230 are coupled to each other, the second diaphragm 230 and the second valve shaft 220 may simultaneously linearly move. Therefore, the response of the second decompression unit 200 is improved.

In addition, even if foreign matter contained in the fuel is caught between the second orifice 211 and the second valve shaft 220, the valve 221 of the second valve shaft 220 is linearly moved to the right. ) And the sheet 223 is elastically deformed by the foreign matter to linearly move to the right to appropriately adjust the opening amount of the second orifice 211.

The second cover 240 is formed in a cylindrical shape, one side of which is opened to cover an end portion on which the second diaphragm 230 is installed, and closes the second diaphragm 230 while wrapping the second spring 250 therein. The second guide part 241 is provided.

The second guide portion 241 is inserted into the insertion portion 232 during the linear reciprocating motion of the second diaphragm 230 to prevent the flow of the second diaphragm and the second spring to attenuate vibration.

The second guide part 241 has an insertion space 243 in which the insertion part 232 is inserted, and has a guide port 242 and a thread formed on an outer circumferential surface thereof, and an outer circumferential surface of the guide 242. It is coupled to the inner circumferential surface comprises a coupling plate 244 that is threaded to correspond to the thread of the guide 242 and the adjustment bolt 245 is fastened to the tip of the guide 242.

When the second guide part 241 rotates the guide bolt 242 by rotating the adjusting bolt 245, the position of the second diaphragm 230 may be adjusted by linearly reciprocating the coupling plate 244. have.

Accordingly, the second guide part 241 rotates the adjusting bolt 245 to adjust the elastic force of the first spring 250, thereby allowing the second diaphragm (2) to be driven by the fuel passing through the second orifice 211. It is possible to fine-tune the flow rate of the fuel by keeping the force 230 in balance with the force received.

The second plate 260 is mounted between the second orifice 211 and the second diaphragm 230 so that the low temperature fuel introduced into the second decompression chamber 214 through the second orifice 211 is directly removed. Blocks the transfer to the diaphragm 230.

The second plate 260 serves to prevent the durability of the second diaphragm 230 and the decompression performance of the second diaphragm 230 by cooling the fuel cooled while passing through the second orifice 211. Do it.

To this end, the second plate 260 is formed to increase the temperature of the fuel passing through the second orifice 211 using hot water supplied through the hot water port 102 and circulated to the second diaphragm 230. One or more delivery holes 261.

Hereinafter, the operation of the regulator according to an embodiment of the present invention.

First, the high pressure fuel flows into the input port 101 and is guided to the first orifice 111.

The fuel passing through the first orifice 111 pressurizes the first diaphragm 130, and the first diaphragm 130 compresses the first spring 150 and linearly moves in the right direction when viewed in FIG. 5.

Then, the first valve shaft 120 coupled to the first diaphragm 130 also linearly moves in the right direction.

Accordingly, the valve 121 of the first valve shaft 120 reduces the opening amount of the first orifice 111 to perform primary pressure reduction. In this case, when the fuel used is CNENG, the pressure of the fuel flowing into the input port 101 is about 200 to 250 bar, and the pressure of the primary pressure-reduced fuel while passing through the first decompression unit 100 is about 4 to 7 bar. to be.

As such, after the first pressure reduction is completed, the first pressure-reduced fuel is pumped to the second pressure reduction unit 200 through the second flow passage 113.

The fuel pumped to the second decompression unit 200 pressurizes the second diaphragm 230 via the second orifice 211, and the second diaphragm 230 and the second valve shaft 211 coupled to each other are As seen in FIG. 6, the linear motion is performed in the right direction.

Then, the sheet 223 reduces the opening amount of the second orifice 211 to perform secondary pressure reduction. At this time, the pressure of the secondary pressure-reduced fuel in the second decompression unit 200 is about 2 bar, which is a customer required pressure.

As such, the secondary pressure-reduced fuel is discharged through the output port 201 and delivered to the engine 2.

Through the process as described above, the regulator according to the present invention to decompress the high-pressure fuel to the customer required pressure through the second pressure reduction process through the first and second indentation portion is installed diaphragm.

The scope of the present invention is not limited to the embodiments described above, but is defined by the claims, and various changes and modifications can be made by those skilled in the art within the scope of the claims. It is self evident.

1 is a schematic configuration diagram of a general compressed natural gas vehicle.

2 is a block diagram of a regulator for reducing fuel according to the prior art 1;

3 is a block diagram of a regulator according to the prior art 2.

4 is a perspective view of a regulator according to a preferred embodiment of the present invention.

5 is a cross-sectional perspective view taken along line AA ′ of FIG. 4.

6 is a cross-sectional perspective view taken along the line B-B 'of FIG. 4.

`` Explanation of symbols for main parts of drawings ''

100: first pressure reducing unit 101: input port

102: hot water port 103: shut off valve

104: pressure sensor 105: safety valve

110: first housing 111: first orifice

112: first euro 113: second euro

114: first pressure reducing chamber 120: first valve shaft

121: valve 122: coupling portion

123: sheet 130: first diaphragm

131: coupling space 132: insertion unit

133: O-ring 140: first cover

141: first guide portion 142: guide

143: insertion space 144: coupling plate

145: adjusting bolt 150: first spring

160: first plate 161: transfer ball

170: first cap 171: inlet hole

172: shaft spring 200: second decompression part

201: output port 210: second housing

211: the second orifice 212: the third euro

213: air port 214: second pressure reducing chamber

220: second valve shaft 221: valve

222: coupling portion 223: sheet

230: second diaphragm 231: coupling space

232: inserting portion 233: O-ring

240: second cover 241: second guide portion

242: guide 243: insertion space

244: coupling plate 245: adjusting bolt

250: second spring 260: second plate

261: delivery ball

Claims (5)

In a regulator having a first pressure reducing unit and a second pressure reducing unit to reduce the fuel flowing into the input port to discharge to the output port, The first decompression unit includes a first housing in which a first orifice is formed, a first valve shaft coupled to the first orifice, a first diaphragm coupled to one end of the first valve shaft and linearly reciprocating, and the first diaphragm is installed. Using a first cover coupled to the first housing to cover an end portion, a first spring coupled between the first diaphragm and the first cover, and hot water supplied through a hot water port between the first orifice and the first diaphragm A first plate formed to increase the temperature of the fuel cooled in the depressurization process and then deliver the fuel to the first diaphragm, A second decompression unit is coupled to the first housing in a direction perpendicular to the second housing, a second housing in which a second orifice is formed, a second valve shaft coupled to the second orifice, and a linear reciprocating motion coupled to one end of the second valve shaft. A second diaphragm, a second cover coupled to the second housing so as to cover an end portion at which the second diaphragm is installed, a second spring coupled between the second diaphragm and the second cover, and the second orifice and the second diaphragm It is provided with a second plate formed to increase the temperature of the fuel cooled in the depressurization process using the hot water supplied through the hot water port therebetween, and then to transfer to the second diaphragm, And the first and second plates have one or more delivery balls formed to deliver fuel. The method of claim 1, wherein the first decompression unit A first cap surrounding one side and an outer circumferential surface of the first valve shaft, A first flow path configured to deliver fuel supplied through an input port to the first orifice, A shaft spring installed between the first valve shaft and the first cap; And a second flow path configured to transfer fuel introduced into the first diaphragm to the second decompression unit, And the first cap has at least one inlet hole formed therethrough so as to deliver fuel supplied through the first flow path to the first orifice. The method of claim 1, wherein the second decompression unit A third flow passage configured to deliver the reduced pressure fuel to the output port while passing through the second orifice; And an air port formed to communicate between the second diaphragm and the second cover. The method according to any one of claims 1 to 3, wherein the first and second covers are respectively A first guide and a second guide part including a guide for forming an insertion space into which one end of the first and second diaphragms are inserted, a coupling plate coupled to an outer surface of the guide, and an adjustment bolt fastened to a tip of the guide; Regulator, characterized in that. The method of claim 4, wherein One side of the first and second valve shaft is provided with an insertion portion to be inserted into the insertion space formed in the guide of the first and second guide portion, O-ring is installed in the insertion section and the guide.

Images