High pressure fluid control valve

Abstract

The application provides a high-pressure fluid control valve, which comprises a valve body, a pilot cut-off mechanism and a multi-stage pressure reduction mechanism, wherein the pilot cut-off mechanism comprises two-stage pilot control structures, the two-stage pilot control structures comprise a first-stage pilot control structure and a second-stage pilot control structure, the first-stage pilot control structure is provided with a first-stage main piston, the first-stage main piston is used for directly opening and closing a main valve port of an air inlet channel to a valve cavity, the second-stage pilot control structure is used for controlling pressure relief and pressure building of a control cavity of the first-stage main piston, the second-stage pilot control structure is a pilot structure, and the second-stage pilot control structure comprises a second-stage pilot valve and a second-stage main piston controlled by the second-stage pilot valve. The high-pressure fluid control valve can bear high pressure and provide large discharge flow through the two-stage pilot design, and the reliable and rapid on-off of the pilot cut-off mechanism provides stable pressure input conditions for the downstream multi-stage pressure reduction mechanism, and the two-stage pilot design and the multi-stage pressure reduction mechanism work together to ensure the high stability of the final outlet pressure.

Description

Technical Field

[0001] This invention belongs to the field of fluid control technology, and specifically relates to a high-pressure fluid control valve. Background Technology

[0002] As heavy-duty commercial vehicles increasingly demand higher driving ranges, the storage pressure of onboard compressed natural gas (CNG) has evolved from the current mainstream 260 bar to a higher level of 350 bar. This trend presents extremely stringent challenges to the front-end control valves of the fuel supply system: not only must the valves reliably open and close and stably reduce pressure at ultra-high pressures of 350 bar, but they must also meet the instantaneous throughput requirements of large volumes of natural gas and ensure stable pressure output without drastic fluctuations throughout the entire pressure reduction process.

[0003] Currently, natural gas engine fuel systems commonly employ a combination of pilot-operated solenoid shut-off valves and independent pressure-reducing valves. For shut-off functionality, mainstream products are mostly single-stage pilot-operated structures, meaning a miniature pilot valve directly driven by an electromagnetic coil controls the pressure in the back pressure chamber of the main valve piston, thereby opening or closing the main pipeline. For pressure reduction functionality, single-stage diaphragm or piston-type pressure-reducing valves are commonly used to reduce the high-pressure fuel gas to the low pressure required by the engine in a single operation.

[0004] However, when the operating pressure increases to 350 bar and is accompanied by high flow rate requirements, the existing single-stage pilot-operated structure reveals a fundamental design contradiction and performance bottleneck: single-stage pilot-operated solenoid valves suffer from a mutually exclusive contradiction between high pressure and high flow rate. To withstand higher operating pressures, the diameter of the pilot valve's pressure relief orifice must be reduced to decrease the medium force that the solenoid needs to overcome; however, to drive the large-diameter main valve to open and close quickly, the diameter of this pressure relief orifice must be much larger than the diameter of the balance orifice on the main valve piston (usually more than 1.5 times). This contradiction between the requirement for a small orifice for high pressure and the requirement for a large orifice for high flow rate cannot be reconciled in a single pilot stage, causing traditional single-stage pilot valves to either fail to open reliably at 350 bar pressure or require an impractical high-power solenoid. Moreover, the huge pressure drop from 350 bar to below 10 bar leads to severe fluctuations in outlet pressure and unstable flow rate, seriously affecting the combustion efficiency and operational stability of downstream engines. Summary of the Invention

[0005] The purpose of this invention is to provide a high-pressure fluid control valve that can meet the application requirements of high working pressure and large flow rate, and can smoothly reduce the inlet pressure.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: The first aspect of the present invention provides a high-pressure fluid control valve, characterized in that it comprises:

[0007] The valve body has an air inlet channel, a valve chamber, and an air outlet channel that are connected in sequence.

[0008] A pilot-operated shut-off mechanism is disposed between the air intake channel and the valve chamber, and is used to control the flow of fluid from the air intake channel to the valve chamber;

[0009] A multi-stage pressure reducing mechanism is disposed between the valve chamber and the outlet passage, for reducing the pressure of the fluid from the valve chamber at least twice in successive stages;

[0010] The pilot-operated cut-off mechanism includes a two-stage pilot control structure, which includes: a first-stage pilot control structure with a first-stage main piston, which is used to directly open and close the main valve port from the air intake passage to the valve chamber;

[0011] A two-stage pilot control structure is used to control the depressurization and pressure build-up of the control chamber of the first-stage main piston; the two-stage pilot control structure is a pilot-operated structure, which includes a two-stage pilot valve and a two-stage main piston controlled by the two-stage pilot valve.

[0012] Furthermore, the secondary pilot valve is a solenoid valve. When the solenoid valve is opened under control, the secondary main piston opens under the action of the pressure difference between its upper and lower chambers, thereby making the entire secondary pilot control structure conductive.

[0013] After the secondary pilot control structure is turned on, the control chamber of the primary main piston is connected to the low-pressure area to relieve pressure, thereby creating a pressure difference between the upper and lower chambers of the primary main piston and driving the primary main piston to open.

[0014] Furthermore, the secondary main piston is provided with a first balance hole for balancing the pressure in its upper and lower chambers. The diameter of the first balance hole is D1, where D1 is 0.2~0.4mm. The diameter of the pilot relief hole of the secondary pilot valve is D2, where the ratio of D2 to D1 is in the range of 1.5~2.5.

[0015] The secondary main valve port diameter controlled by the secondary main piston is D3, and the ratio of D3 to D1 is in the range of 10 to 15.

[0016] Furthermore, the primary piston is provided with a second balance hole for balancing the pressure in its upper and lower chambers. The diameter of the second balance hole is D4, and the ratio of D3 to D4 is in the range of 1.5 to 4.

[0017] Furthermore, the multi-stage pressure reduction mechanism includes a primary pressure reduction module and a secondary pressure reduction module arranged in series;

[0018] The inlet of the primary pressure reducing module is connected to the valve chamber, the outlet of the primary pressure reducing module is connected to the inlet of the secondary pressure reducing module, and the outlet of the secondary pressure reducing module is connected to the air outlet channel.

[0019] Furthermore, a heating channel is integrated within the valve body or on the primary pressure reducing module for the flow of heating medium to heat the fluid flowing through the primary pressure reducing module.

[0020] Furthermore, the primary pressure reduction module integrates a pressure relief module.

[0021] Furthermore, an anti-turbulence component is provided at the inlet of the secondary pressure reduction module;

[0022] The anti-turbulence component includes at least one flow guide, which is configured to partially block the fluid inlet from the primary pressure reduction module, so that the fluid impacts the flow guide and changes its direction before entering the pressure reduction chamber of the secondary pressure reduction module, thereby reducing the flow velocity and turbulence.

[0023] Furthermore, the anti-turbulence component includes a mounting base and a plurality of guide vanes spaced circumferentially on the mounting base, with fluid channels formed between adjacent guide vanes.

[0024] Furthermore, the primary pressure reduction module is configured to reduce the air pressure in the intake channel to 20-40 bar, and the secondary pressure reduction module is configured to reduce the air pressure to less than 10 bar.

[0025] The high-pressure fluid control valve provided by this invention includes a valve body, a pilot-operated shut-off mechanism, and a multi-stage pressure reducing mechanism. The valve body has an inlet channel, a valve chamber, and an outlet channel connected sequentially. The pilot-operated shut-off mechanism is disposed between the inlet channel and the valve chamber to control the flow of fluid from the inlet channel to the valve chamber. The multi-stage pressure reducing mechanism is disposed between the valve chamber and the outlet channel to reduce the pressure of the fluid from the valve chamber at least twice. The pilot-operated shut-off mechanism includes a two-stage pilot control structure, comprising a primary pilot control structure and a secondary pilot control structure. The primary pilot control structure has a primary main piston, which directly opens and closes the main valve port from the inlet channel to the valve chamber. The secondary pilot control structure controls the pressure relief and pressure build-up of the control chamber of the primary main piston. The secondary pilot control structure is a pilot-operated structure, comprising a secondary pilot valve and a secondary main piston controlled by the secondary pilot valve. This high-pressure fluid control valve, through its two-stage pilot design, can withstand high pressure and provide a large discharge flow. Moreover, the reliable and rapid on / off switching of the pilot-operated shut-off mechanism provides stable pressure input conditions for the downstream multi-stage pressure reducing mechanism. The two work together to ensure the high stability of the final outlet pressure. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the high-pressure fluid control valve provided in an embodiment of the present invention from one perspective.

[0028] Figure 2 A schematic diagram of the high-pressure fluid control valve provided in an embodiment of the present invention from another perspective;

[0029] Figure 3 for Figure 1 Schematic diagram of the cross-sectional structure of the middle AA section;

[0030] Figure 4 for Figure 2 Schematic diagram of the cross-sectional structure of the middle BB section;

[0031] Figure 5 and Figure 6 This is a schematic diagram of the gas flow path of the high-pressure fluid control valve when it is not energized, as provided in an embodiment of the present invention, wherein the red arrow represents the airflow direction;

[0032] Figure 7 and Figure 8 This is a schematic diagram of the gas flow path when the high-pressure fluid control valve is energized, as provided in an embodiment of the present invention, wherein the red arrow represents the airflow direction;

[0033] Figure 9 This is a schematic diagram of the heating flow channel of a high-pressure fluid control valve provided in an embodiment of the present invention;

[0034] Figure 10 A schematic diagram of the anti-turbulence component structure of a high-pressure fluid control valve provided in an embodiment of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] In the description of this invention, it should be understood that the terms “comprising” and “having” as used herein, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0037] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0038] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. It should be understood that the term "and / or" as used herein is merely a description of the relationship between related objects, indicating that three relationships may exist; for example, A and / or B can represent: A alone, A and B simultaneously, and B alone. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0039] The high-pressure fluid control valve provided by the present invention will be described in detail below with reference to specific embodiments.

[0040] Figure 1 This is a schematic diagram of the high-pressure fluid control valve provided in an embodiment of the present invention from one perspective. Figure 2 This is a schematic diagram of the high-pressure fluid control valve provided in an embodiment of the present invention from another perspective. Figure 3 for Figure 1 Schematic diagram of the cross-sectional structure of the middle AA section. Figure 4 for Figure 2 Please refer to the schematic diagram of the cross-sectional structure of BB. Figures 1-4A first aspect of this invention provides a high-pressure fluid control valve, including a valve body 1, a pilot-operated shut-off mechanism, and a multi-stage pressure reducing mechanism. The valve body 1 has an inlet channel 11, a valve chamber 12, and an outlet channel 13 connected sequentially within it. The pilot-operated shut-off mechanism is disposed between the inlet channel 11 and the valve chamber 12, and is used to control the flow of fluid from the inlet channel 11 to the valve chamber 12. The multi-stage pressure reducing mechanism is disposed between the valve chamber 12 and the outlet channel 13, and is used to perform at least two stage-by-stage pressure reduction on the fluid from the valve chamber 12. The pilot-operated cut-off mechanism includes a two-stage pilot control structure, comprising a primary pilot control structure 2 and a secondary pilot control structure 3. The primary pilot control structure 2 has a primary main piston 21, which is used to directly open and close the main valve port from the intake passage 11 to the valve chamber 12. The secondary pilot control structure 3 is used to control the depressurization and pressure build-up of the control chamber of the primary main piston 21. The secondary pilot control structure 3 is a pilot-operated structure, which includes a secondary pilot valve 31 and a secondary main piston 32 controlled by the secondary pilot valve 31.

[0041] In this embodiment, the valve body 1 is the basic structural component of the entire control valve. Its interior is precision-machined to form three main flow channels: an inlet channel 11, a valve chamber 12, and an outlet channel 13. These three channels are connected in series, forming the main flow path for gas from the high-pressure inlet to the low-pressure outlet. The valve body is typically made of high-strength aluminum alloy or stainless steel to withstand operating pressures exceeding 350 bar.

[0042] In this embodiment, the pilot-operated shut-off mechanism is located between the inlet channel 11 and the valve chamber 12. Its function is to act as the master switch for the entire fluid passage, responding to control signals to achieve rapid and reliable shut-off and conduction of the high-pressure natural gas flow. The multi-stage pressure reduction mechanism is located between the valve chamber 12 (i.e., downstream of the shut-off valve) and the outlet channel 13. It decomposes a large pressure drop (e.g., from 350 bar to below 10 bar) into at least two consecutive pressure reduction stages. Through step-by-step pressure reduction, it can effectively avoid the drastic temperature drop, turbulence, and pressure fluctuations caused by a single large pressure drop.

[0043] In this embodiment, the sealing surface of the primary main piston 21 (also known as the main valve core) of the primary pilot control structure 2 directly mates with the main valve port machined on the valve body. When the primary main piston 21 falls, it seals the main valve port, cutting off the airflow; when the primary main piston 21 rises, it opens the main valve port, allowing airflow. The secondary pilot control structure 3, as the pilot valve of the primary pilot control structure 2, is specifically responsible for controlling the pressure state of the control chamber (i.e., the back pressure chamber) of the primary main piston 21. The secondary pilot control structure 3 also adopts the principle of a small valve controlling a large valve, specifically including a secondary pilot valve 31 and a secondary main piston 32. The secondary pilot valve 31 is a miniature valve core (such as a cone valve or ball valve) directly driven by an electromagnetic coil, with a very small pressure relief hole diameter (e.g., 0.5 mm). The secondary main piston 32 is a small pneumatic piston controlled by the secondary pilot valve 31. When the secondary pilot valve 31 actuates, the secondary main piston 32 moves under the action of the pressure difference between its upper and lower chambers, thereby controlling a relatively large flow channel (e.g., 4 mm in diameter).

[0044] Figure 5 and Figure 6 This is a schematic diagram of the gas flow path of the high-pressure fluid control valve when it is not energized, as provided in an embodiment of the present invention. Figure 7 and Figure 8 Please refer to the schematic diagram of the gas flow path when the high-pressure fluid control valve is energized, as provided in the embodiment of the present invention. Figures 5-8In this embodiment, the secondary pilot valve 31 is an electromagnetic pilot valve. When the electromagnetic coil is not energized, the secondary pilot valve 31 closes under the action of the spring and the medium pressure, and the secondary main piston 32 also closes, thereby blocking the pressure relief path of the control chamber of the primary main piston 21. At this time, the control chamber pressure and the intake pressure are slowly balanced through the balance hole on the primary main piston 21. The primary main piston 21 presses tightly against the main valve port under the action of the spring force, and the valve is in a reliable closed state. When the electromagnetic coil is energized, the two-stage pilot control structure works in sequence: the electromagnetic force first attracts the secondary pilot valve 31, opening its micro pressure relief hole, which causes the control chamber pressure of the secondary main piston 32 to drop rapidly. The piston is pushed open under the action of the pressure difference between the upper and lower chambers, thereby opening the larger flow channel (e.g., with a diameter of 4 mm) controlled by it. At this point, the secondary pilot control structure 3 changes from a closed state to a fully open state. The primary pilot control structure 2 operates: the fully open secondary pilot control structure 3 is equivalent to providing a large-diameter pressure relief channel for the control chamber of the primary main piston 21. The 350 bar high-pressure gas in the control chamber is rapidly released to the low-pressure area (downstream valve chamber 12) through this channel. Because the pressure release rate is much greater than the pressure replenishment rate through the balance orifice, a huge pressure difference is instantly formed between the upper and lower chambers of the first-stage main piston 21. Under this pressure difference, the first-stage main piston 21 is forcefully lifted against the spring force, the main valve port is fully opened, and the high-pressure gas flow enters the valve chamber 12. Exemplarily, the high-pressure fluid control valve in this embodiment includes a first-stage pressure reducing module 4 and a second-stage pressure reducing module 5. The high-pressure gas (e.g., 350 bar) entering the valve chamber 12 first flows through the first-stage pressure reducing module 4. This module, through the dynamic throttling of its internal piston and valve port, smoothly reduces the pressure to an intermediate pressure (e.g., 20-40 bar). Subsequently, the gas enters the second-stage pressure reducing module 5 for a second pressure reduction, ultimately stabilizing the pressure to the low pressure required by the engine (e.g., below 10 bar) and outputting it from the outlet channel 13.

[0045] This embodiment of the high-pressure fluid control valve, through a two-stage pilot design, distributes the conflicting functions of bearing high pressure (borne by the small-diameter secondary pilot valve 31) and providing large discharge flow (borne by the large-diameter valve controlled by the secondary main piston 32) to different components. This allows for reliable driving of the large-diameter main valve even at ultra-high working pressures of 350 bar, meeting flow rate requirements exceeding 130 kg / h. This embodiment integrates pilot-operated shut-off and multi-stage pressure reduction functions into a single valve body 1, reducing external connecting pipelines and leakage points, improving the overall system compactness and reliability. The reliable and rapid on / off switching of the pilot-operated shut-off mechanism provides stable pressure input conditions for the downstream multi-stage pressure reduction mechanism. The two work together to ensure high stability of the final outlet pressure.

[0046] In this embodiment, the secondary pilot valve 31 is a solenoid valve. When the solenoid valve is opened under control, the secondary main piston 32 opens under the pressure difference between its upper and lower chambers, thereby enabling the entire secondary pilot control structure 3 to conduct. After the secondary pilot control structure 3 is activated, the control chamber of the primary main piston 21 is connected to the low-pressure area to relieve pressure, thereby creating a pressure difference between the upper and lower chambers of the primary main piston 21, driving the primary main piston 21 to open. In this embodiment, the secondary pilot valve 31 is an automatic valve directly controlled by the on / off state of an electromagnetic coil. When the coil is energized, the armature (valve core) inside it is subjected to electromagnetic force and produces linear motion. The electromagnetic force overcomes the clamping force of the high-pressure gas on the valve core of the secondary pilot valve 31 and the spring force, causing its miniature pilot pressure relief hole (e.g., D0.5mm) to open. After this orifice opens, the high-pressure gas in the upper chamber (control chamber) of the secondary main piston 32 is rapidly released. The gas in the control chamber of the primary main piston 21 can then be rapidly released into a lower pressure region (low-pressure zone) through this newly opened, large-diameter channel. The pressure in the lower chamber (connected to the high-pressure intake) of the primary main piston 21 remains high, while the pressure in its upper chamber (control chamber) drops sharply due to rapid depressurization. This huge pressure difference acts on the larger effective area of ​​the primary main piston 21, generating an extremely strong opening force sufficient to overcome its return spring, ultimately pushing the primary main piston 21 to fully lift, achieving the final opening of the main valve port. In this embodiment, the secondary pilot valve 31 is a solenoid valve with high sensitivity and high reliability.

[0047] Furthermore, the secondary main piston 32 is provided with a first balancing hole for balancing the pressure in its upper and lower chambers. The diameter of the first balancing hole is D1, where D1 is 0.2~0.4mm, meaning D1 is 0.2mm, 0.4mm, or any value between 0.2 and 0.4mm. The diameter of the pilot relief hole of the secondary pilot valve 31 is D2, where the ratio of D2 to D1 is in the range of 1.5~2.5. The diameter of the secondary main valve port controlled by the secondary main piston 32 is D3, where the ratio of D3 to D1 is in the range of 10~15. In this embodiment, D2 is the diameter of the relief hole of the secondary pilot valve 31, D1 is the diameter of the balancing hole of the secondary main piston 32, and D3 is the diameter of the secondary main valve port. The value of D1 (0.2~0.4mm) ensures that the valve core of the solenoid valve can open smoothly under the action of a high-pressure medium. When D2 / D1 is in the range of 1.5 to 2.5, it ensures that when the secondary pilot valve 31 opens, the pressure relief rate is sufficient to quickly overcome the pressure replenishment rate through the balance hole D1, thereby reliably driving the secondary main piston 32. When D3 / D1 is in the range of 10 to 15, it ensures that the secondary main piston 32 can close smoothly while obtaining sufficient driving force. For example, in this embodiment, the diameter of the first balance hole D1 is 0.3 mm, the diameter of the pilot pressure relief hole D2 of the secondary pilot valve 31 is 0.5 mm, and the through diameter D3 of the secondary main valve port controlled by the secondary main piston 32 is 4 mm.

[0048] This embodiment ensures that the secondary pilot control structure 3 can be reliably driven by a small electromagnetic force under a high pressure of 350 bar, and can also output a strong flow as a pilot valve.

[0049] Furthermore, the primary main piston 21 is provided with a second balancing hole for balancing the pressure in its upper and lower chambers. The diameter of the second balancing hole is D4, and the ratio of D3 to D4 is in the range of 1.5 to 4. This embodiment further limits the ratio of the second balancing hole D4 on the primary main piston 21 to the secondary main valve port diameter D3 to be between 1.5 and 4. In this embodiment, D3 serves as the "pilot pressure relief hole" of the primary main piston 21, and its area needs to be large enough to quickly relieve the pressure in the larger-volume control chamber of the primary main piston 21. The ratio of D3 to D4 in the range of 1.5 to 4 ensures the pressure relief capacity of the large-diameter port. This embodiment guarantees the power transmission efficiency from the secondary pilot to the primary pilot, ensuring that the large-diameter main valve can obtain sufficient opening speed, further consolidating the performance advantages of the entire dual-pilot structure in high-flow applications.

[0050] Preferably, the multi-stage pressure reduction mechanism includes a primary pressure reduction module 4 and a secondary pressure reduction module 5 connected in series. The inlet of the primary pressure reduction module 4 is connected to the valve chamber 12, its outlet is connected to the inlet of the secondary pressure reduction module 5, and the outlet of the secondary pressure reduction module 5 is connected to the air outlet channel 13. In this embodiment, the primary pressure reduction module 4 is configured to reduce the inlet high pressure for the first time, outputting a first-stage medium pressure. The pressure reduction module 5 is configured to reduce the first-stage medium pressure for the second time, outputting a low pressure that meets the requirements. This embodiment concretizes the multi-stage pressure reduction mechanism into a primary pressure reduction module 4 and a secondary pressure reduction module 5 connected in series, and clarifies their connection relationship and functional division. In this embodiment, the high-pressure airflow undergoes two independent pressure reduction processes. The primary pressure reduction module 4 bears the main pressure drop and heat load, reducing the pressure to an intermediate value. The secondary pressure reduction module 5 performs fine adjustment based on this, ultimately outputting a stable low pressure. The series structure of the primary pressure reduction module 4 and the secondary pressure reduction module 5 ensures that each module operates within a relatively reasonable pressure difference and temperature drop range. This embodiment effectively solves the problems of severe heat absorption and icing, turbulence noise, and poor pressure regulation accuracy caused by a single-stage large pressure drop. The two-stage pressure reduction module 4 and the two-stage pressure reduction module 5 work together to make the overall pressure reduction process more stable and reliable, and significantly reduce outlet pressure fluctuations.

[0051] For example, the first-stage pressure reducing module 4 mainly includes a valve port, a piston, a spring, a housing, and an end cap. The large end of the piston is equipped with a large lip seal, a large wear ring, and a large auxiliary O-ring; the small end is equipped with a small wear ring and a small auxiliary O-ring; and the front end of the housing is designed with a small lip seal. Under the action of air pressure and the spring, the piston forms a throttling effect with the valve port, thus achieving the first-stage pressure reduction function. The large and small wear rings reduce the friction coefficient of the piston during operation, making pressure regulation more stable.

[0052] Figure 9 Please refer to the schematic diagram of the heating flow channel of the high-pressure fluid control valve provided in the embodiment of the present invention. Figure 3 and Figure 9 Preferably, a heating channel 41 is integrated within the valve body 1 or on the primary pressure reducing module 4 for the flow of a heating medium to heat the fluid flowing through the primary pressure reducing module 4. In this embodiment, the heating channel 41 is integrated into the primary pressure reducing module 4. The heating channel 41 can be connected to the engine cooling system, allowing high-temperature coolant to flow through the valve body 1 and providing an external heat source for the primary pressure reducing module 4. When the high-pressure gas undergoes adiabatic expansion and absorbs heat within this module, causing a sudden temperature drop, the heat provided by the heating channel 41 can compensate for the temperature drop and prevent icing inside the valve. This embodiment fundamentally eliminates the risk of icing during high-pressure pressure reduction, ensuring the valve's ability to operate continuously and stably under extremely cold environments and high-flow conditions.

[0053] Preferably, please refer to Figure 3 The primary pressure reducing module 4 integrates a pressure relief module 42. In this embodiment, the pressure relief module 42 is integrated into the primary pressure reducing module 4. Exemplarily, the pressure relief module 42 is a built-in overflow valve or safety valve, whose inlet is connected to the pressure-reduced channel of the primary pressure reducing module 4. When the gas pressure in the channel abnormally rises above a set value (e.g., 40 bar) due to a fault, the pressure relief valve of the pressure relief module 42 automatically opens, releasing excess gas to the atmosphere or a low-pressure circuit. This embodiment provides an important overpressure protection function, preventing damage to the downstream secondary pressure reducing module 5 and pipelines due to overpressure caused by primary pressure reducing failure, greatly improving the safety level of the entire system.

[0054] Figure 10 Please refer to the schematic diagram of the anti-turbulence assembly structure of the high-pressure fluid control valve provided in the embodiment of the present invention. Figure 3 and Figure 10The inlet of the secondary pressure reducing module 5 is equipped with an anti-turbulence component 51. The anti-turbulence component 51 includes at least one guide section 511, which is configured to partially block the fluid inlet from the primary pressure reducing module 4. This causes the fluid to impact the guide section and change its flow direction before entering the pressure reducing chamber of the secondary pressure reducing module 5, thereby reducing flow velocity and turbulence. In this embodiment, an anti-turbulence component 51 is provided at the inlet of the secondary pressure reducing module 5, which includes at least one guide section 511 for partially blocking the inlet and guiding the airflow. In this embodiment, the airflow from the primary pressure reducing module 4 no longer directly and perpendicularly impacts the piston or valve port of the secondary pressure reducing module 5. Instead, it first impacts the guide section 511, converting part of the gas's kinetic energy into internal energy. Subsequently, the gas is forced to change direction, flowing around the guide section into the pressure reducing chamber. This process effectively reduces the direct impact velocity and turbulence of the gas. It significantly reduces the eddies and turbulence generated when the gas enters the secondary pressure reducing chamber, resulting in smoother pressure sensing, improved adjustment accuracy and stability of the secondary pressure reducing module, and reduced airflow noise.

[0055] Exemplarily, the anti-turbulence component includes a mounting base and a plurality of guide vanes spaced circumferentially on the mounting base, with fluid channels formed between adjacent guide vanes. This embodiment configures the anti-turbulence component as a structure with multiple guide vanes arranged circumferentially to form fluid channels. In this embodiment, the multiple vanes uniformly divide the inlet airflow into multiple streams, each stream undergoing a collision-deflection process. This structure can more uniformly and effectively disperse and attenuate airflow kinetic energy than a single guide vane. This embodiment provides a preferred and efficient implementation of anti-turbulence, with better turbulence suppression, more uniform airflow distribution, and further optimized pressure reduction performance.

[0056] For example, the primary pressure reducing module 4 can reduce the gas pressure in the intake channel 11 to 20-40 bar, and the secondary pressure reducing module 5 can reduce the gas pressure to within 10 bar. This embodiment quantifies the pressure output range of the primary and secondary pressure reducing modules 5: the primary module outputs a medium pressure of 20-40 bar, and the secondary module outputs a low pressure of <10 bar. In this embodiment, the primary pressure reducing module 4 reduces the high pressure of 350 bar to 20-40 bar, bearing approximately 90% of the pressure drop and most of the adiabatic temperature rise, at which point the temperature can be effectively controlled by heating the flow channel. The secondary pressure reducing module 5 performs fine adjustment under a small pressure difference (reducing from 20-40 bar to within 10 bar), easily achieving a high-precision and stable output. This embodiment clarifies the specific performance indicators of the invention, demonstrating its engineering practicality. This pressure distribution scheme effectively manages the heat load while ensuring that the final outlet pressure meets the precise requirements of the natural gas engine.

[0057] The high-pressure fluid control valve provided in this embodiment of the invention includes a valve body, a pilot-operated shut-off mechanism, and a multi-stage pressure reducing mechanism. The valve body has an inlet channel, a valve chamber, and an outlet channel connected sequentially. The pilot-operated shut-off mechanism is disposed between the inlet channel and the valve chamber to control the flow of fluid from the inlet channel to the valve chamber. The multi-stage pressure reducing mechanism is disposed between the valve chamber and the outlet channel to reduce the pressure of fluid from the valve chamber at least twice. The pilot-operated shut-off mechanism includes a two-stage pilot control structure, comprising a primary pilot control structure and a secondary pilot control structure. The primary pilot control structure has a primary main piston, which directly opens and closes the main valve port from the inlet channel to the valve chamber. The secondary pilot control structure controls the pressure relief and pressure build-up of the control chamber of the primary main piston. The secondary pilot control structure is a pilot-operated structure, comprising a secondary pilot valve and a secondary main piston controlled by the secondary pilot valve. This high-pressure fluid control valve, through its two-stage pilot design, can withstand high pressure and provide a large discharge flow. Moreover, the reliable and rapid on / off switching of the pilot-operated shut-off mechanism provides stable pressure input conditions for the downstream multi-stage pressure reducing mechanism. The two work together to ensure the high stability of the final outlet pressure.

[0058] In the above description, the terms "an embodiment," "some embodiments," "example," "specific example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0059] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A high pressure fluid control valve characterized by, The high-pressure fluid control valve comprises: a valve body, in which an intake passage, a valve cavity and an outlet passage are sequentially connected; a pilot type cut-off mechanism arranged between the intake passage and the valve cavity, used for controlling the fluid communication between the intake passage and the valve cavity; a multi-stage pressure reduction mechanism arranged between the valve cavity and the outlet passage, used for reducing the fluid from the valve cavity by at least two stages; wherein the pilot type cut-off mechanism comprises two-stage pilot control structures, which comprise: a first-stage pilot control structure having a first-stage main piston used for directly opening and closing a main valve port of the intake passage to the valve cavity; a second-stage pilot control structure used for controlling the pressure relief and build-up of a control cavity of the first-stage main piston; the second-stage pilot control structure is a pilot type structure, comprising a second-stage pilot valve and a second-stage main piston controlled by the second-stage pilot valve; the second-stage main piston is provided with a first balance hole used for balancing the pressure of the upper and lower cavities thereof, the first balance hole has a diameter D1, the D1 is 0.2-0.4 mm, the pilot pressure relief hole of the second-stage pilot valve has a diameter D2, and the ratio of D2 to D1 is 1.5-2.5; the second-stage main valve port controlled by the second-stage main piston has a diameter D3, and the ratio of D3 to D2 is 10-15.

2. The high-pressure fluid control valve according to claim 1, wherein: the second-stage pilot valve is an electromagnetic valve, when the electromagnetic valve is controlled to be opened, the second-stage main piston is opened under the pressure difference between the upper and lower cavities thereof, so that the second-stage pilot control structure is turned on as a whole; after the second-stage pilot control structure is turned on, the control cavity of the first-stage main piston is communicated with a low-pressure area to be relieved, so that a pressure difference is formed between the upper and lower cavities of the first-stage main piston, and the first-stage main piston is driven to be opened.

3. The high-pressure fluid control valve according to claim 1, wherein: the first-stage main piston is provided with a second balance hole used for balancing the pressure of the upper and lower cavities thereof, the second balance hole has a diameter D4, and the ratio of D3 to D4 is 1.5-4.

4. The high-pressure fluid control valve according to any one of claims 1-3, wherein: the multi-stage pressure reduction mechanism comprises a first-stage pressure reduction module and a second-stage pressure reduction module arranged in series; the inlet of the first-stage pressure reduction module is communicated with the valve cavity, the outlet of the first-stage pressure reduction module is communicated with the inlet of the second-stage pressure reduction module, and the outlet of the second-stage pressure reduction module is communicated with the outlet passage.

5. The high-pressure fluid control valve according to claim 4, wherein: a heating flow channel is integrated in the valve body or the first-stage pressure reduction module, used for flowing of a heating medium to heat the fluid flowing through the first-stage pressure reduction module.

6. The high-pressure fluid control valve according to claim 5, wherein: a pressure relief module is integrated on the first-stage pressure reduction module.

7. The high-pressure fluid control valve according to claim 5, wherein: a turbulence prevention assembly is arranged at the inlet of the second-stage pressure reduction module. The anti-turbulence assembly comprises at least one flow guide part arranged to partially block the fluid inlet from the primary pressure relief module, so that the fluid first hits the flow guide part and changes the flow direction before entering the pressure relief chamber of the secondary pressure relief module, to reduce the flow rate and reduce turbulence.

8. The high pressure fluid control valve of claim 7, wherein: The anti-turbulence assembly comprises a mounting seat and a plurality of flow guide fins circumferentially spaced on the mounting seat, and a fluid passage is formed between adjacent flow guide fins.

9. The high pressure fluid control valve of claim 4, wherein: The primary pressure relief module is configured to reduce the air pressure of the air inlet channel to 20-40 bar, and the secondary pressure relief module is configured to reduce the air pressure to within 10 bar.

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