Dual-fuel pressure regulating device and vehicle power system

Abstract

The invention belongs to the technical field of vehicles, and discloses a dual-fuel pressure regulating device and a vehicle power system.In the dual-fuel pressure regulating device, a gas inlet cavity of a valve body is used for gas entering, a gas exhaust cavity is used for gas exhausting, a gas release channel is used for releasing gas in the gas exhaust cavity, and a control oil cavity is used for oil liquid entering; the valve element assembly is used for enabling the gas inlet cavity and the gas exhaust cavity to be communicated or disconnected and enabling the gas exhaust cavity and the gas release channel to be communicated or disconnected, the dual-fuel pressure regulating device at least has one interval, communication between the gas inlet cavity and the gas exhaust cavity is disconnected so that supply of gas fuel can be disconnected, and at the moment, the gas pressure of the gas exhaust cavity can be reduced through normal injection of fuel gas. When the pressure of the valve element assembly is adjusted, the pressure is adjusted, but the exhaust cavity is still disconnected from the air leakage channel at the moment, namely air leakage is still not started, so that frequent air leakage can be avoided when the pressure of the exhaust cavity or the control oil cavity oscillates, and abnormal shaking of the valve element assembly caused by pressure fluctuation is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a dual-fuel pressure regulating device and a vehicle power system. Background Art

[0002] The dual-fuel pressure regulating device is used to adjust the pressure difference between two fuels. For example, the prior art provides a dual-fuel pressure regulating device, which has components such as a valve block and a valve core inside the valve body. The air supply chamber and the oil pressure chamber are separated by the valve block. When the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber is greater than the set value, the air inlet and the air outlet are both connected to the air supply chamber, and the fuel gas can be normally supplied; when the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber is less than the set value, the air inlet and the air outlet are disconnected, and the air supply chamber is connected to the pressure relief chamber to release the high-pressure gas to reduce the gas pressure, so as to realize the control of the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber. However, the problem is that the pressures in the oil pressure chamber and the air supply chamber are prone to fluctuations. For example, when the oil pressure chamber is connected to the fuel common rail, its oil pressure is inevitably affected by the high-frequency injection of the injector and generates periodic up-and-down oscillations, which will cause the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber to generate periodic oscillations, and further cause the dual-fuel pressure regulating device to frequently intake and exhaust air. Summary of the Invention

[0003] According to one aspect of the present invention, the present invention provides a dual-fuel pressure regulating device to solve the problem that the dual-fuel pressure regulating device in the prior art is prone to frequently intake and exhaust air due to the pressure fluctuations in the oil pressure chamber and the air supply chamber.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] The dual-fuel pressure regulating device includes:

[0006] A valve body having an air inlet chamber, an exhaust chamber, a control oil chamber, and a pressure relief passage. The air inlet chamber is used for gas to enter, the exhaust chamber is used for gas to be discharged, the pressure relief passage is used to release the gas in the exhaust chamber, and the control oil chamber is used for oil to enter;

[0007] A valve core assembly for connecting or disconnecting the air inlet chamber and the exhaust chamber, and for connecting or disconnecting the exhaust chamber and the pressure relief passage; when the pressure difference between the oil in the control oil chamber and the gas in the exhaust chamber is within a preset range, the air inlet chamber and the exhaust chamber are disconnected, and the exhaust chamber and the pressure relief passage are disconnected.

[0008] As a preferred solution of the dual-fuel pressure regulating device, when the pressure difference is greater than a first preset pressure difference, the valve core assembly is in a first state, the air inlet chamber and the exhaust chamber are connected, and the exhaust chamber and the pressure relief passage are disconnected;

[0009] When the pressure difference is not greater than the first preset pressure difference and not less than the second preset pressure difference, the spool assembly is in the second state, the intake chamber is disconnected from the exhaust chamber, the exhaust chamber is disconnected from the bleed passage, and the first preset pressure difference is greater than the second preset pressure difference.

[0010] When the pressure difference is less than the second preset pressure difference, the spool assembly is in the third state, the intake chamber is disconnected from the exhaust chamber, and the exhaust chamber is in communication with the bleed passage.

[0011] As a preferred solution of the dual-fuel pressure regulating device, the spool assembly includes a first spool, a second spool, and a third spool arranged coaxially in sequence.

[0012] The first spool is arranged between the intake chamber and the exhaust chamber. The intake chamber and the exhaust chamber are in communication through a first gas flow passage. The first spool can slide along its axis and can abut against the wall of the intake chamber to close the first gas flow passage, or can be separated from the wall of the intake chamber to open the first gas flow passage.

[0013] The second spool is arranged in the exhaust chamber.

[0014] The third spool is arranged between the exhaust chamber and the control oil chamber and separates the exhaust chamber from the control oil chamber. The third spool can move relative to the valve body. The exhaust chamber and the bleed passage are in communication through a second gas flow passage provided in the third spool. The second spool can slide along its axis and can abut against the third spool to close the second gas flow passage, or can be separated from the third spool to open the second gas flow passage.

[0015] As a preferred solution of the dual-fuel pressure regulating device, a first elastic member is connected between the first spool and the valve body. The first elastic member is used to provide an elastic force that causes the first spool to move in a direction to close the first gas flow passage.

[0016] A second elastic member is connected between the second spool and the valve body. The second elastic member is used to provide an elastic force that causes the second spool to move in a direction to close the second gas flow passage.

[0017] A third elastic member is provided between the third spool and the valve body. The third elastic member is used to provide an elastic force that causes the third spool to move in a direction away from the second spool.

[0018] As a preferred solution of the dual-fuel pressure regulating device, it further includes a stop block, which is arranged in the exhaust cavity and has a valve core installation cavity. At least part of the outer wall of the second valve core contacts the cavity wall of the valve core installation cavity, at least part of the outer wall of the first valve core contacts the inner wall of the second valve core, and the valve core installation cavity communicates with the first gas flow channel and the exhaust cavity at the same time.

[0019] As a preferred solution of the dual-fuel pressure regulating device, a retaining ring and a sliding sealing ring are arranged between the outer wall of the third valve core and the valve body.

[0020] As a preferred solution of the dual-fuel pressure regulating device, the valve body includes a main body, an intake valve cover and an oil inlet valve cover threadedly connected to the main body. An intake cavity is formed between the main body and the intake valve cover, an exhaust cavity is formed between the main body and the third valve core, and a control oil cavity is formed between the third valve core and the oil inlet valve cover.

[0021] As a preferred solution of the dual-fuel pressure regulating device, the valve body also has an intake passage that is always communicated with the intake cavity, an exhaust passage that is always communicated with the exhaust cavity, and an oil passage that is always communicated with the control oil cavity. The intake passage is used to connect to a gas fuel source, the exhaust passage is used to connect to a dual-fuel injector, and the oil passage is used to connect to a liquid fuel source.

[0022] As a preferred solution of the dual-fuel pressure regulating device, the control oil cavity is communicated with the oil passage through a damping hole, and the diameter of the damping hole is smaller than that of the oil passage.

[0023] According to another aspect of the present invention, a vehicle power system is provided, which includes the above-mentioned dual-fuel pressure regulating device, and has a gas fuel source, a liquid fuel source and a dual-fuel injector. The gas fuel source is used to supply gas fuel to the intake cavity, and the exhaust cavity is used to discharge the gas fuel so that the gas fuel flows to the dual-fuel injector. The liquid fuel source is used to supply liquid fuel to the control oil cavity and to supply liquid fuel to the dual-fuel injector.

[0024] The beneficial effects of the present invention are:

[0025] The present invention provides a dual-fuel pressure regulating device, which includes a valve body and a spool assembly. The valve body has an intake cavity, an exhaust cavity, a control oil cavity, and a venting passage. The intake cavity is for gas to enter, the exhaust cavity is for gas to be discharged, the venting passage is for venting the gas in the exhaust cavity, and the control oil cavity is for oil to enter. The spool assembly is used to connect or disconnect the intake cavity and the exhaust cavity, and is also used to connect or disconnect the exhaust cavity and the venting passage. When the pressure difference between the oil in the control oil cavity and the gas in the exhaust cavity is within a preset range, the intake cavity and the exhaust cavity are disconnected, and the exhaust cavity and the venting passage are disconnected. There is at least one range in this dual-fuel pressure regulating device such that the intake cavity and the exhaust cavity are disconnected to cut off the supply of gas fuel. At this time, the air pressure in the exhaust cavity can be reduced by the normal injection of fuel gas for pressure regulation. However, at this time, the exhaust cavity and the venting passage are still disconnected, that is, venting has not started yet. Thus, when the pressure in the exhaust cavity or the control oil cavity oscillates, frequent venting can be avoided, and abnormal jitter of the spool assembly caused by pressure fluctuations can be avoided.

[0026] The present invention also provides a vehicle power system, which includes the above-mentioned dual-fuel pressure regulating device, and has a gas fuel source, a liquid fuel source, and a dual-fuel injector. The gas fuel source is used to supply gas fuel to the intake cavity, and the exhaust cavity is used to discharge the gas fuel so that the gas fuel flows to the dual-fuel injector. The liquid fuel source is used to supply liquid fuel to the control oil cavity and is also used to supply liquid fuel to the dual-fuel injector. There is at least one range in the above-mentioned dual-fuel pressure regulating device such that the intake cavity and the exhaust cavity are disconnected to cut off the supply of gas fuel. At this time, the air pressure in the exhaust cavity can be reduced by the normal injection of fuel gas for pressure regulation. However, at this time, the exhaust cavity and the venting passage are still disconnected, that is, venting has not started yet. Thus, when the pressure in the exhaust cavity or the control oil cavity oscillates, frequent venting can be avoided, and abnormal jitter of the spool assembly caused by pressure fluctuations can be avoided. Description of the Drawings

[0027] Figure 1 is a schematic structural diagram of the dual-fuel pressure regulating device in an embodiment of the present invention;

[0028] Figure 2 is a first partial structural diagram of the dual-fuel pressure regulating device in an embodiment of the present invention (the spool assembly is in the first state);

[0029] Figure 3 is a second partial structural diagram of the dual-fuel pressure regulating device in an embodiment of the present invention (the spool assembly is in the second state);

[0030] Figure 4 is a third partial structural diagram of the dual-fuel pressure regulating device in an embodiment of the present invention (the spool assembly is in the second state);

[0031] Figure 5It is the schematic diagram of the fourth partial structure of the dual-fuel pressure regulating device in the embodiment of the present invention (the spool assembly is in the third state).

[0032] In the figure:

[0033] 1. Valve body; 101. Intake cavity; 1011. First gas flow channel; 102. Exhaust cavity; 1021. Second gas flow channel; 103. Control oil cavity; 104. Intake channel; 105. Exhaust channel; 106. Bleed channel; 107. Oil fluid channel; 108. Damping hole; 11. Main body; 12. Intake valve cover; 121. Intake valve cover sealing ring; 13. Oil inlet valve cover; 131. Oil inlet valve cover sealing ring;

[0034] 2. Spool assembly; 21. First spool; 22. Second spool; 23. Third spool; 231. Retaining ring; 232. Sliding sealing ring;

[0035] 3. Block; 31. Spool installation cavity; 32. Block opening;

[0036] 41. First elastic member; 42. Second elastic member; 43. Third elastic member. Detailed implementation manners

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. In addition, it should be noted that only the parts related to the present invention rather than all the structures are shown in the drawings for the sake of convenience of description.

[0038] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0039] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "above and over", and "on the top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below and under", and "under the bottom of" the second feature includes that the first feature is directly below and obliquely below the second feature, or simply means that the horizontal height of the first feature is lower than that of the second feature.

[0040] In the description of this embodiment, the orientation or positional relationship terms such as "upper", "lower", "left", "right", etc. are based on the orientation or positional relationship shown in the drawings. It is only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0041] The dual-fuel pressure regulating device is used to adjust the pressure difference between two fuels. For example, the prior art provides a dual-fuel pressure regulating device. Inside the valve body, there are components such as a valve block and a valve core. The air supply chamber and the oil pressure chamber are separated by the valve block. When the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber is greater than the set value, both the air inlet and the air outlet are connected to the air supply chamber, and the fuel gas can be normally supplied; when the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber is less than the set value, the air inlet and the air outlet are disconnected, and the air supply chamber is connected to the pressure relief chamber to release the high-pressure gas to reduce the gas pressure, so as to realize the control of the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber. However, the problem is that the pressures in the oil pressure chamber and the air supply chamber are prone to fluctuations. For example, when the oil pressure chamber is connected to the fuel rail, its oil pressure is inevitably affected by the high-frequency injection of the injector and generates periodic up-and-down oscillations, which will cause the pressure difference between the oil pressure in the oil pressure chamber and the air supply chamber to generate periodic oscillations, and further cause the dual-fuel pressure regulating device to frequently intake and exhaust air.

[0042] In view of this, this embodiment provides a dual-fuel pressure regulating device to solve the problem that the dual-fuel pressure regulating device in the prior art is prone to frequently intake and exhaust air due to the pressure fluctuations in the oil pressure chamber and the air supply chamber, and can be used in the field of vehicle technology.

[0043] Refer to Figure 1, The dual-fuel pressure regulating device includes a valve body 1 and a spool assembly 2. The valve body 1 has an air inlet chamber 101, an exhaust chamber 102, a control oil chamber 103, and a bleed channel 106. The air inlet chamber 101 is for gas to enter, the exhaust chamber 102 is for gas to be discharged, the bleed channel 106 is for bleeding the gas in the exhaust chamber 102, and the control oil chamber 103 is for oil to enter; the spool assembly 2 is used to connect or disconnect the air inlet chamber 101 and the exhaust chamber 102, and is used to connect or disconnect the exhaust chamber 102 and the bleed channel 106; when the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 is within a preset range, the air inlet chamber 101 is disconnected from the exhaust chamber 102, and the exhaust chamber 102 is disconnected from the bleed channel 106. There is at least one range in this dual-fuel pressure regulating device such that the air inlet chamber 101 is disconnected from the exhaust chamber 102 to cut off the supply of gaseous fuel. At this time, the air pressure in the exhaust chamber 102 can be reduced by the normal injection of fuel gas for pressure regulation. However, at this time, the exhaust chamber 102 is still disconnected from the bleed channel 106, that is, bleeding has not started yet. Thus, when the pressure in the exhaust chamber 102 or the control oil chamber 103 oscillates, frequent bleeding can be avoided, thereby preventing abnormal jitter of the spool assembly 2 caused by pressure fluctuations.

[0044] Specifically, when the pressure difference is greater than the first preset pressure difference, the spool assembly 2 is in the first state, as Figure 2 shown. At this time, the pressure difference meets the normal use requirements, the air inlet chamber 101 is connected to the exhaust chamber 102, and the exhaust chamber 102 is disconnected from the bleed channel 106. At this time, the fuel gas is normally supplied and no bleeding is performed.

[0045] When the pressure difference is not greater than the first preset pressure difference and not less than the second preset pressure difference, the spool assembly 2 is in the second state, as Figure 3 and Figure 4 shown. The preset range is the range that is not greater than the first preset pressure difference and not less than the second preset pressure difference, and the first preset pressure difference is greater than the second preset pressure difference. At this time, the pressure difference is slightly lower, indicating that the air pressure in the exhaust chamber 102 is slightly higher. However, this may be caused only by the pressure fluctuations in the exhaust chamber 102 or the control oil chamber 103. Therefore, there is still no need to bleed to quickly reduce the air pressure in the exhaust chamber 102. At this time, the air inlet chamber 101 is disconnected from the exhaust chamber 102, and the exhaust chamber 102 is disconnected from the bleed channel 106, thus cutting off the supply of fuel gas. Since the normal injection of fuel gas will also reduce the air pressure in the exhaust chamber 102, in this state, the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 can still be adjusted without bleeding.

[0046] When the pressure difference is less than the second preset pressure difference, the spool assembly 2 is in the third state, as Figure 5As shown. At this time, the pressure difference is too low, indicating that the air pressure in the exhaust chamber 102 has reached a relatively high level, and air release is required immediately. At this time, the intake chamber 101 is disconnected from the exhaust chamber 102, and the exhaust chamber 102 is connected to the air release passage 106, so that while cutting off the supply of fuel gas, the exhaust chamber 102 is connected to the air release passage 106 to release the high-pressure gas in the exhaust chamber 102.

[0047] Continue to refer to Figures 1 - 5 , the spool assembly 2 includes a first spool 21, a second spool 22, and a third spool 23 arranged coaxially in sequence. The first spool 21 is arranged between the intake chamber 101 and the exhaust chamber 102. The intake chamber 101 and the exhaust chamber 102 are connected through a first gas flow passage 1011. The first spool 21 can slide along its axis and can abut against the wall of the intake chamber 101 to close the first gas flow passage 1011, or separate from the wall of the intake chamber 101 to open the first gas flow passage 1011. With such a setting, the on-off of the first gas flow passage 1011 can be controlled by the movement of the first spool 21 relative to the valve body 1, so that the intake chamber 101 and the exhaust chamber 102 are connected or disconnected. The second spool 22 is arranged in the exhaust chamber 102. The third spool 23 is arranged between the exhaust chamber 102 and the control oil chamber 103 and separates the exhaust chamber 102 from the control oil chamber 103. The third spool 23 can move relative to the valve body 1. The exhaust chamber 102 and the air release passage 106 are connected through a second gas flow passage 1021 provided in the third spool 23. The second spool 22 can slide along its axis and can abut against the third spool 23 to close the second gas flow passage 1021, or separate from the third spool 23 to open the second gas flow passage 1021. With such a setting, the on-off of the second gas flow passage 1021 can be controlled by the movement of the second spool 22 relative to the valve body 1, so that the exhaust chamber 102 and the air release passage 106 are connected or disconnected.

[0048] Continue to refer to Figures 1 - 5, a first elastic member 41 is connected between the first valve core 21 and the valve body 1. The first elastic member 41 is used to provide an elastic force that causes the first valve core 21 to move in a direction closing the first gas flow passage 1011. Thus, when the first valve core 21 is not pushed by an external force, under the action of the first elastic member 41, it moves in a direction closing the first gas flow passage 1011. A second elastic member 42 is connected between the second valve core 22 and the valve body 1. The second elastic member 42 is used to provide an elastic force that causes the second valve core 22 to move in a direction closing the second gas flow passage 1021. Thus, when the second valve core 22 is not pushed by an external force, under the action of the second elastic member 42, it moves in a direction closing the second gas flow passage 1021. A third elastic member 43 is arranged between the third valve core 23 and the valve body 1. The third elastic member 43 is used to provide an elastic force that causes the third valve core 23 to move in a direction away from the second valve core 22. Thus, when the third valve core 23 is not pushed by an external force, under the action of the third elastic member 43, it moves in a direction away from the second valve core 22. The specific values of the above-mentioned first preset pressure difference and the second preset pressure difference can be adjusted by adjusting the elastic forces among the first elastic member 41, the second elastic member 42, and the third elastic member 43.

[0049] The working principle of the dual-fuel pressure regulating device in this embodiment will be introduced below in conjunction with Figures 2 - 5 :

[0050] As Figure 2 shown, when the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 is greater than the first preset pressure difference, the air pressures in the intake chamber 101 and the exhaust chamber 102 are relatively small. The oil in the control oil chamber 103 pushes the third valve core 23 to move, and then it abuts against the second valve core 22 to close the second gas flow passage 1021, disconnecting the exhaust chamber 102 from the air release passage 106. At the same time, it drives the second valve core 22 to continue moving in a direction closer to the first valve core 21, so that the first valve core 21 is separated from the wall of the intake chamber 101 to open the first gas flow passage 1011, connecting the intake chamber 101 and the exhaust chamber 102. At this time, the valve core assembly 2 is in the first state, and the fuel gas is supplied normally without air release.

[0051] As Figure 3As shown, when the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 drops to the first preset pressure difference, the air pressure in the exhaust chamber 102 is slightly higher. Compared with the first state, at this time, the third spool 23 moves a small amount in the direction away from the second spool 22 under the action of the third elastic member 43, and the second spool 22 also moves towards the position of the third spool 23 under the action of the second elastic member 42, so that the second gas flow passage 1021 remains closed to disconnect the exhaust chamber 102 from the air release passage 106. At the same time, without the push of the second spool 22, the first spool 21 moves under the action of the first elastic member 41 to close the first gas flow passage 1011, disconnecting the intake chamber 101 from the exhaust chamber 102.

[0052] As Figure 4 shown, when the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 continues to drop to the second preset pressure difference, the third spool 23 moves a small amount in the direction away from the second spool 22 under the action of the third elastic member 43, and the second spool 22 also moves towards the position of the third spool 23 under the action of the second elastic member 42, so that the second gas flow passage 1021 remains closed to disconnect the exhaust chamber 102 from the air release passage 106.

[0053] The second spool 22 and the third spool 23 are in the process of moving from the Figure 3 position towards the Figure 4 position. During this process, the spool assembly 2 is in the second state, cutting off the supply of fuel gas. Since the fuel gas is consumed due to normal injection and the space of the exhaust chamber 102 is gradually increasing, the above situations will all cause the air pressure in the exhaust chamber 102 to decrease. Therefore, in this state, the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 can also be adjusted without the need for air release.

[0054] As Figure 5 shown, if the pressure difference between the oil in the control oil chamber 103 and the gas in the exhaust chamber 102 continues to drop and the pressure difference is less than the second preset pressure difference, the air pressure in the exhaust chamber 102 has reached a relatively high level. At this time, the third spool 23 continues to move in the direction away from the second spool 22 under the action of the third elastic member 43, and the second spool 22 no longer moves. At this time, the spool assembly 2 is in the third state, the second spool 22 is separated from the third spool 23, opening the second gas flow passage 1021 to connect the exhaust chamber 102 with the air release passage 106, so as to release air when the air pressure in the exhaust chamber 102 is too high.

[0055] Continue to refer to Figures 1 - 5, the dual-fuel pressure regulating device further includes a stop block 3. The stop block 3 is arranged in the exhaust cavity 102 and has a valve core installation cavity 31. At least part of the outer wall of the second valve core 22 contacts the cavity wall of the valve core installation cavity 31, and at least part of the outer wall of the first valve core 21 contacts the inner wall of the second valve core 22. The valve core installation cavity 31 is simultaneously connected to the first gas flow channel 1011 and the exhaust cavity 102. Thus, the movement of the second valve core 22 can be guided and limited through the cavity wall of the valve core installation cavity 31 to prevent its movement direction from deviating. In addition, the movement of the first valve core 21 is guided and limited through the inner wall of the second valve core 22 to prevent its movement direction from deviating. Wherein, when the state of the valve core assembly 2 changes, the position of the stop block 3 relative to the valve body 1 always remains unchanged. Specifically, the stop block 3 can be fixedly installed on the valve body 1. In addition, it can also be placed on the valve body 1 movably. A third elastic member 43 is arranged between the stop block 3 and the third valve core 23. The elastic force provided by the third elastic member 43 presses the stop block 3 to keep it in close contact with the valve body 1 all the time. Optionally, the stop block 3 is also provided with a stop block opening 32 to communicate the exhaust cavity 102 with the valve core installation cavity 31.

[0056] Optionally, when the valve core assembly 2 is in the third state, the end face of the second valve core 22 abuts against the bottom wall of the valve core installation cavity 31; when the valve core assembly 2 is in the first state, the end face of the first valve core 21 abuts against the second valve core 22.

[0057] Continue to refer to Figures 1 - 5 , a retaining ring 231 and a sliding sealing ring 232 are arranged between the outer wall of the third valve core 23 and the valve body 1, so as to improve the sealing performance of the third valve core 23, prevent gas leakage from the exhaust cavity 102, and prevent oil leakage from the control oil cavity 103.

[0058] Continue to refer to Figures 1 - 5 , the valve body 1 includes a main body 11, an intake valve cover 12 and an oil inlet valve cover 13 that are threadedly connected to the main body 11. An intake cavity 101 is formed between the main body 11 and the intake valve cover 12, an exhaust cavity 102 is formed between the main body 11 and the third valve core 23, and a control oil cavity 103 is formed between the third valve core 23 and the oil inlet valve cover 13, so as to facilitate the disassembly of the valve body 1.

[0059] Optionally, an intake valve cover sealing ring 121 is arranged between the main body 11 and the intake valve cover 12 to improve the sealing effect.

[0060] Optionally, an oil inlet valve cover sealing ring 131 is arranged between the main body 11 and the oil inlet valve cover 13 to improve the sealing effect.

[0061] Continue to refer to Figures 1 - 5, the valve body 1 also has an intake passage 104 that is always in communication with the intake chamber 101, an exhaust passage 105 that is always in communication with the exhaust chamber 102, and a hydraulic fluid passage 107 that is always in communication with the control oil chamber 103. The intake passage 104 is used to connect to a gaseous fuel source, the exhaust passage 105 is used to connect to a dual fuel injector, and the hydraulic fluid passage 107 is used to connect to a liquid fuel source.

[0062] Optionally, the control oil chamber 103 is in communication with the hydraulic fluid passage 107 through a damping orifice 108, and the diameter of the damping orifice 108 is smaller than the diameter of the hydraulic fluid passage 107. The length and diameter of the damping orifice 108 can be designed and matched according to the volume and pressure of the fuel rail, and a certain resistance is applied to the hydraulic fluid passing through the damping orifice 108 without affecting the pressure response speed of the control oil chamber 103, so as to further reduce the influence of pressure fluctuations in the fuel rail on the pressure of the control oil chamber 103.

[0063] Therefore, the dual fuel pressure regulating device provided in this embodiment can avoid the influence of pressure fluctuations in two ways: one is by switching the different states of the spool assembly 2, and the specific principle will not be elaborated here; the other is by applying a certain resistance to the hydraulic fluid through the damping orifice 108.

[0064] This embodiment also provides a vehicle power system, including the above-mentioned dual fuel pressure regulating device, and having a gaseous fuel source, a liquid fuel source, and a dual fuel injector. The gaseous fuel source is used to supply gaseous fuel to the intake chamber 101, and the exhaust chamber 102 is used to discharge the gaseous fuel so that the gaseous fuel flows to the dual fuel injector. The liquid fuel source is used to supply liquid fuel to the control oil chamber 103 and is also used to supply liquid fuel to the dual fuel injector. There is at least one interval in the above-mentioned dual fuel pressure regulating device such that the intake chamber 101 is disconnected from the exhaust chamber 102 to cut off the supply of gaseous fuel. At this time, the air pressure in the exhaust chamber 102 can be reduced by the normal injection of fuel gas for pressure regulation, but at this time, the exhaust chamber 102 is still disconnected from the air release passage 106, that is, air release has not started yet. Thus, when the pressure in the exhaust chamber 102 or the control oil chamber 103 oscillates, frequent air release can be avoided, thereby avoiding abnormal jitter of the spool assembly 2 caused by pressure fluctuations.

[0065] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments, and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. Dual fuel pressure regulating device, characterized in that: include: The valve body (1) comprises an air intake chamber (101), an air exhaust chamber (102), a control oil chamber (103) and an air leakage passage (106), wherein the air intake chamber (101) is used for air to enter, the air exhaust chamber (102) is used for air to discharge, the air leakage passage (106) is used for discharging the air in the air exhaust chamber (102), and the control oil chamber (103) is used for oil to enter; The valve core assembly (2) is used to connect or disconnect the air intake chamber (101) with the air exhaust chamber (102), and to connect or disconnect the air exhaust chamber (102) with the air leakage passage (106); when the pressure difference between the oil in the control oil chamber (103) and the gas in the air exhaust chamber (102) is within a preset range, the air intake chamber (101) is disconnected from the air exhaust chamber (102), and the air exhaust chamber (102) is disconnected from the air leakage passage (106).

2. The dual fuel pressure regulating device according to claim 1, characterized in that: When the pressure difference is greater than a first preset pressure difference, the valve core assembly (2) is in a first state, the air intake chamber (101) is connected to the air exhaust chamber (102), and the air exhaust chamber (102) is disconnected from the air leakage channel (106); When the pressure difference is not greater than the first preset pressure difference and not less than the second preset pressure difference, the valve core assembly (2) is in the second state, the air intake chamber (101) is disconnected from the air exhaust chamber (102), the air exhaust chamber (102) is disconnected from the air leakage channel (106), and the first preset pressure difference is greater than the second preset pressure difference; When the pressure difference is less than the second preset pressure difference, the valve core assembly (2) is in a third state, the air intake chamber (101) is disconnected from the air exhaust chamber (102), and the air exhaust chamber (102) is connected to the air leakage channel (106).

3. The dual fuel pressure regulating device according to claim 2, characterized in that: The valve core assembly (2) comprises a first valve core (21), a second valve core (22) and a third valve core (23) which are coaxially arranged in sequence; The first valve core (21) is arranged between the air inlet chamber (101) and the air outlet chamber (102); the air inlet chamber (101) and the air outlet chamber (102) are connected via a first gas flow channel (1011); the first valve core (21) can slide along its axis and abut against a cavity wall of the air inlet chamber (101) to close the first gas flow channel (1011), or separate from the cavity wall of the air inlet chamber (101) to open the first gas flow channel (1011); The second valve core (22) is arranged in the exhaust chamber (102); The third valve core (23) is arranged between the exhaust chamber (102) and the control oil chamber (103), and separates the exhaust chamber (102) from the control oil chamber (103); the third valve core (23) can move relative to the valve body (1); the exhaust chamber (102) and the air leakage channel (106) are connected through a second gas flow channel (1021) arranged on the third valve core (23); the second valve core (22) can slide along its axis and can abut against the third valve core (23) to close the second gas flow channel (1021), or be separated from the third valve core (23) to open the second gas flow channel (1021).

4. The dual fuel pressure regulating device according to claim 3, characterized in that: A first elastic member (41) is connected between the first valve core (21) and the valve body (1), and the first elastic member (41) is used to provide an elastic force that causes the first valve core (21) to move in a direction of closing the first gas flow channel (1011); A second elastic member (42) is connected between the second valve core (22) and the valve body (1), and the second elastic member (42) is used to provide an elastic force that causes the second valve core (22) to move in a direction of closing the second gas flow channel (1021); A third elastic member (43) is provided between the third valve core (23) and the valve body (1), and the third elastic member (43) is used to provide an elastic force causing the third valve core (23) to move in a direction away from the second valve core (22).

5. The dual fuel pressure regulating device according to claim 4, characterized in that: The valve body further comprises a stopper (3), wherein the stopper (3) is arranged in the exhaust chamber (102) and has a valve core installation chamber (31), wherein at least a portion of the outer wall of the second valve core (22) contacts the chamber wall of the valve core installation chamber (31), and at least a portion of the outer wall of the first valve core (21) contacts the inner wall of the second valve core (22), and the valve core installation chamber (31) simultaneously connects the first gas flow channel (1011) and the exhaust chamber (102).

6. The dual fuel pressure regulating device according to claim 3, characterized in that: A retaining ring (231) and a sliding sealing ring (232) are provided between the outer wall of the third valve core (23) and the valve body (1).

7. The dual fuel pressure regulating device according to claim 3, characterized in that: The valve body (1) comprises a main body (11) and an air intake valve cover (12) and an oil intake valve cover (13) threadedly connected to the main body (11); an air intake chamber (101) is formed between the main body (11) and the air intake valve cover (12); an exhaust chamber (102) is formed between the main body (11) and the third valve core (23); and a control oil chamber (103) is formed between the third valve core (23) and the oil intake valve cover (13).

8. The dual-fuel pressure regulating device according to any one of claims 1 to 7, characterized in that: The valve body (1) further comprises an intake passage (104) always connected to the intake chamber (101), an exhaust passage (105) always connected to the exhaust chamber (102), and an oil passage (107) always connected to the control oil chamber (103); the intake passage (104) is used to connect to a gas fuel source, the exhaust passage (105) is used to connect to a dual fuel injector, and the oil passage (107) is used to connect to a liquid fuel source.

9. The dual fuel pressure regulating device according to claim 8, characterized in that: The control oil chamber (103) is connected to the oil channel (107) via a damping hole (108), and the diameter of the damping hole (108) is smaller than the diameter of the oil channel (107).

10. A vehicle power system, characterized in that: It comprises a dual-fuel pressure regulating device as described in any one of claims 1 to 9, and has a gas fuel source, a liquid fuel source and a dual-fuel injector, the gas fuel source is used to provide gas fuel to the intake chamber (101), the exhaust chamber (102) is used to discharge the gas fuel so that the gas fuel flows to the dual-fuel injector, the liquid fuel source is used to provide liquid fuel to the control oil chamber (103), and is used to provide liquid fuel to the dual-fuel injector.

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