Automobile valve
By employing a multi-stage pressure reducing valve structure and a solenoid valve working in tandem in an automotive valve design, the issues of pressure control accuracy and stability are resolved, achieving efficient and stable pressure regulation and safety protection.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GUANGDONG NUONENGTAI AUTOMATION TECH CO LTD
- Filing Date
- 2025-06-20
- Publication Date
- 2026-05-05
AI Technical Summary
Existing automotive valves are insufficient to meet the pressure control precision requirements of modern and intelligent vehicles, and their single-stage structure leads to energy waste, overheating, and wear problems.
It adopts a multi-stage pressure reducing valve structure, including a main control solenoid valve, a first-stage pressure reducing valve, a second-stage pressure reducing valve, a first-stage pressure relief valve, and a second-stage pressure relief valve. Through the integrated design of the manifold, it realizes segmented control of gas and pressure relief protection. Combined with the coordinated work of N10 and N15 solenoid valves, it ensures stable pressure and rapid response.
It improves pressure control accuracy, reduces energy waste and wear, enhances system stability and response speed, and provides a dual pressure relief barrier to prevent overpressure accidents.
Smart Images
Figure CN224201217U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of automotive valve technology, and in particular to an automotive valve. Background Technology
[0002] As a key component of the automotive system, the performance of automotive valves directly affects driving safety and user experience.
[0003] In related technologies, existing automotive valves typically employ a combination of a single-stage solenoid valve and a pressure reducing valve. When the solenoid valve is energized and opened, it allows high-pressure gas to enter the pressure reducing valve, which then reduces the pressure of the incoming high-pressure gas to ensure a suitable supply pressure. The solenoid valve is responsible for controlling the on / off state and flow rate of the gas, while the pressure reducing valve is responsible for reducing the high-pressure gas to a suitable pressure and maintaining a stable output. The two work together in coordination.
[0004] Existing automotive valves have the following problems: As automobiles continue to become more modern and intelligent, people have increasingly stringent requirements for the pressure control precision of automotive valves, and there is an urgent need to develop new automotive valves to meet market demands. Summary of the Invention
[0005] To improve pressure control accuracy, this application provides an automotive valve.
[0006] The automotive valve provided in this application adopts the following technical solution:
[0007] An automotive valve includes: a manifold, a main control solenoid valve, a primary pressure reducing valve, and a secondary pressure reducing valve. The main control solenoid valve, the primary pressure reducing valve, and the secondary pressure reducing valve are all mounted on the manifold. The outlet of the main control solenoid valve is connected to the inlet of the primary pressure reducing valve, and the outlet of the primary pressure reducing valve is connected to the inlet of the secondary pressure reducing valve.
[0008] By adopting the above solution, the integrated design of the manifold reduces the risk of leakage in the external pipeline. The main control solenoid valve acts as the master switch, controlling the first-stage pressure reducing valve and the second-stage pressure reducing valve to work together to reduce load impact and stabilize the pressure to the terminal demand value, ensuring stable output pressure and improving the pressure control accuracy of the automotive valve.
[0009] Preferably, it also includes a primary pressure relief valve and a secondary pressure relief valve. The manifold has flow channels adapted to the primary pressure reducing valve, the primary pressure relief valve, the secondary pressure reducing valve, and the secondary pressure relief valve respectively. The primary pressure reducing valve, the primary pressure relief valve, the secondary pressure reducing valve, and the secondary pressure relief valve are arranged in series in the flow channels along the gas flow direction.
[0010] By adopting the above scheme, a compact layout of the automotive valve is achieved, which facilitates centralized management and control, reduces the overall space occupied, and facilitates airflow. The first-stage and second-stage pressure relief valves can provide pressure relief protection during the corresponding pressure reduction stages, shorten the pressure fluctuation feedback path, indirectly improve the adjustment speed, and further ensure the efficiency and stability of automotive valve pressure control.
[0011] Preferably, it further includes a primary solenoid valve and a secondary solenoid valve. The main control solenoid valve, the primary solenoid valve, and the secondary solenoid valve are all fixed on the upper surface of the manifold. The input end of the primary solenoid valve is connected to the outlet of the primary pressure reducing valve, and the output end is connected to the control end of the primary pressure relief valve. The input end of the secondary solenoid valve is connected to the outlet of the secondary pressure reducing valve, and the output end is connected to the control end of the secondary pressure relief valve.
[0012] By adopting the above scheme, the first-stage pressure reducing valve initially reduces the pressure of the high-pressure gas, and then the first-stage solenoid valve, in conjunction with the first-stage pressure relief valve, achieves buffering of the initial pressure. After the second-stage pressure reducing valve further refines and stabilizes the pressure, the second-stage solenoid valve triggers the second-stage pressure relief valve to form a secondary pressure regulation and ensure terminal output.
[0013] Preferably, it also includes two pressure sensors, which are electrically connected to the control terminals of the primary solenoid valve and the secondary solenoid valve, respectively.
[0014] By adopting the above scheme, the pressure sensor can monitor the outlet flow of the first-stage and second-stage pressure reducing valves in real time, and feed the signal back to the control terminals of the first-stage and second-stage solenoid valves to coordinate dynamic adjustment to match the required flow.
[0015] Preferably, it also includes sensor connectors, and two sensor connectors are provided. Both sensor connectors are fixed to the side wall of the manifold, respectively close to the primary solenoid valve and the secondary solenoid valve, for supporting the pressure sensor.
[0016] By adopting the above solution, the connector is rigidly connected to the side wall of the manifold, allowing the pressure sensor to be disassembled and replaced separately. The pressure sensor can directly detect the real-time flow downstream of the corresponding valve body, reducing delay errors.
[0017] Preferably, the output pressure of the primary pressure reducing valve is greater than the output pressure of the secondary pressure reducing valve.
[0018] By adopting the above scheme, the first-stage pressure reducing valve undertakes the main pressure drop, while the second-stage pressure reducing valve is responsible for fine-tuning the remaining pressure difference, reducing the fluctuation range of the terminal pressure, forming a stepped pressure decay, and reducing the energy waste and overheating risk of single-stage pressure reduction.
[0019] Preferably, the output pressure of the first-stage pressure relief valve is greater than the output pressure of the second-stage pressure relief valve.
[0020] By adopting the above scheme, the first-stage pressure relief valve is set with a higher threshold to cope with sudden high-pressure impacts, while the second-stage pressure relief valve is set with a lower threshold to handle continuous overpressure. The two form a dual pressure relief barrier, which reduces the wear caused by the repeated operation of the single-stage pressure relief valve and is suitable for complex systems with multiple pressure levels.
[0021] Preferably, the primary solenoid valve is an N10 solenoid valve, and the secondary solenoid valve is an N15 solenoid valve.
[0022] By adopting the above scheme, the short-stroke valve core and high-driving-force coil of the N10 solenoid valve are suitable for rapid shut-off in high-pressure and high-flow scenarios of the first-stage pressure relief valve, while the N15 solenoid valve uses a short-stroke valve core and precision coil, which is suitable for linear regulation in low-pressure and low-flow scenarios of the second-stage pressure relief valve. The two work together to ensure the device's rapid response capability under high-pressure conditions and meet the requirements for fine control under low pressure.
[0023] In summary, this application includes at least one of the following beneficial technical effects:
[0024] 1. Improved the pressure control accuracy of the device;
[0025] 2. Improved the efficiency and stability of the device;
[0026] 3. It reduces energy waste, overheating, and wear caused by single-stage structures. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application.
[0028] Figure 2 This is a schematic diagram of the overall structure of the busbar according to an embodiment of this application.
[0029] Explanation of reference numerals in the attached diagram: 1. Manifold; 11. Flow channel; 12. Groove; 2. Sensor connector; 3. Main control solenoid valve; 4. First-stage pressure reducing valve; 41. First-stage solenoid valve; 42. First-stage pressure relief valve; 5. Second-stage pressure reducing valve; 51. Second-stage solenoid valve; 52. Second-stage pressure relief valve. Detailed Implementation
[0030] The following is in conjunction with the appendix Figure 1-2 This application will be described in further detail.
[0031] This application discloses an automotive valve. (Refer to...) Figure 1-2An automotive valve includes a manifold 1, a main control solenoid valve 3, a primary pressure reducing valve 4, and a secondary pressure reducing valve 5. The main control solenoid valve 3, the primary pressure reducing valve 4, and the secondary pressure reducing valve 5 are all mounted on the manifold 1. The outlet of the main control solenoid valve 3 is connected to the inlet of the primary pressure reducing valve 4, and the outlet of the primary pressure reducing valve 4 is connected to the inlet of the secondary pressure reducing valve 5.
[0032] Correspondingly, the manifold 1 does not require external piping, reducing the risk of leakage. The main control solenoid valve 3 acts as the master switch, opening after receiving a signal to allow high-pressure gas to flow into the first-stage pressure reducing valve 4. The first-stage pressure reducing valve 4 initially reduces the inlet high pressure to the intermediate pressure, buffering pressure fluctuations. The second-stage pressure reducing valve 5 further stabilizes the pressure to the terminal demand value, ensuring stable output pressure. The two work together to reduce load impact and improve the pressure control accuracy of the automotive valve.
[0033] Specifically, it also includes a primary pressure relief valve 42 and a secondary pressure relief valve 52. The manifold 1 has flow channels 11 that are adapted to the primary pressure reducing valve 4, the primary pressure relief valve 42, the secondary pressure reducing valve 5, and the secondary pressure relief valve 52. The primary pressure reducing valve 4, the primary pressure relief valve 42, the secondary pressure reducing valve 5, and the secondary pressure relief valve 52 are connected in series along the gas flow direction and fixed inside the flow channels 11.
[0034] Therefore, the manifold 1 replaces the external pipeline with the internal flow channel 11, which reduces the pressure loss caused by the detour of the traditional distributed valve body pipeline, and the flow channel 11 arranged in series is conducive to gas flow.
[0035] Furthermore, the first-stage pressure relief valve 42 plays a monitoring role in the process of reducing the high-pressure gas at the inlet of the first-stage pressure reducing valve 4 to the intermediate pressure, and automatically releases pressure when it is over-pressured. At the same time, the second-stage pressure relief valve 52 also plays a monitoring and over-pressure protection role in the process of the second-stage pressure reducing valve 5 adjusting the intermediate pressure and outputting the low pressure required by the terminal.
[0036] In summary, this device employs a redundant pressure relief design, matching each pressure reducing valve with an independent pressure relief valve. The pressure reducing valve actively reduces and stabilizes the output pressure through the throttling principle, ensuring the safe operation of downstream equipment. The pressure relief valve, as the last line of defense, instantly releases the medium in the event of system overpressure due to a fault, reducing the risk of explosion. The pressure reducing valve and the pressure relief valve are connected in series in the same cavity, providing a dual pressure safety barrier, shortening the pressure fluctuation feedback path, and indirectly improving the regulation speed.
[0037] On the other hand, it also includes a primary solenoid valve 41 and a secondary solenoid valve 51. In this embodiment, the upper surface of the manifold 1 is provided with grooves 12 that are adapted to the main control solenoid valve 3, the primary solenoid valve 41 and the secondary solenoid valve 51. The main control solenoid valve 3, the primary solenoid valve 41 and the secondary solenoid valve 51 are all installed in the grooves 12 on the upper surface of the manifold 1. The integrated design saves the space of the device.
[0038] Furthermore, the input end of the first-stage solenoid valve 41 is connected to the outlet of the first-stage pressure reducing valve 4, and the output end is connected to the control end of the first-stage pressure relief valve 42. The input end of the second-stage solenoid valve 51 is connected to the outlet of the second-stage pressure reducing valve 5, and the output end is connected to the control end of the second-stage pressure relief valve 52.
[0039] Specifically, in this embodiment, the output pressure of the first-stage pressure reducing valve 4 is greater than the output pressure of the second-stage pressure reducing valve 5. The output pressure of the first-stage pressure reducing valve is 250±10 KPa, and the output pressure of the second-stage pressure reducing valve is 60±5 KPa. The first-stage pressure reducing valve 4 is responsible for the main pressure drop, while the second-stage pressure reducing valve 5 is responsible for fine-tuning the remaining pressure difference, reducing the fluctuation range of the terminal pressure, forming a stepped pressure decay, and reducing the energy waste and overheating risk of single-stage pressure reducing.
[0040] Furthermore, in this embodiment, the output pressure of the first-stage pressure relief valve 42 is greater than the output pressure of the second-stage pressure relief valve 52, the output pressure of the first-stage pressure relief valve is ≤300KPa, and the output pressure of the second-stage pressure relief valve is ≤100KPa.
[0041] Therefore, the first-stage pressure relief valve 42 is set with a higher threshold to cope with sudden high-pressure impacts, while the second-stage pressure relief valve 52 is set with a lower threshold to handle continuous overpressure. The two form a dual pressure relief barrier, which reduces the wear caused by repeated operation of the single-stage pressure relief valve and is suitable for complex systems with multiple pressure levels.
[0042] Furthermore, in this embodiment, the primary solenoid valve 41 is set as an N10 solenoid valve, the secondary solenoid valve 51 is set as an N15 solenoid valve, the output flow rate of the primary solenoid valve 41 is ≥10 NL / min, and the output flow rate of the secondary solenoid valve 51 is ≥20 NL / min.
[0043] Correspondingly, the N10 solenoid valve uses a short-stroke valve core and a high-drive-force coil, which is suitable for rapid shut-off in high-pressure, high-flow scenarios of the first-stage pressure relief valve 42. The N15 solenoid valve uses a short-stroke valve core and a precision coil, which is suitable for linear regulation in low-pressure, low-flow scenarios of the second-stage pressure relief valve 52. The N10 solenoid valve can handle high-frequency start-stop, while the N15 solenoid valve needs to be started at high flow rates to reduce overall energy consumption. The two working together ensure the device's rapid response capability under high-pressure conditions and meet the requirements for fine control under low pressure.
[0044] In summary, this device achieves precise regulation and segmented management of gas flow through the coordinated control of three-stage solenoid valves. The main control solenoid valve 3 acts as the master switch, opening upon receiving a command to allow high-pressure gas to enter the system and provide power for subsequent control. After the first-stage pressure reducing valve 4 initially reduces the pressure of the high-pressure gas, the first-stage solenoid valve 41, in conjunction with the first-stage pressure relief valve 42, achieves initial pressure buffering. The second-stage pressure reducing valve 5 further refines the pressure stabilization, and the second-stage solenoid valve 51 triggers the second-stage pressure relief valve 52 to form a secondary pressure regulation and ensure terminal output, forming a "coarse-fine" two-stage regulation, which further improves the pressure control accuracy.
[0045] In addition, it includes two pressure sensors (not shown in the attached figure). The two pressure sensors are electrically connected to the control terminals of the primary solenoid valve 41 and the secondary solenoid valve 51, respectively. The pressure sensors can monitor the outlet flow of the primary pressure reducing valve 4 and the secondary pressure reducing valve 5 in real time and feed the signal back to the control terminals of the primary solenoid valve 41 and the secondary solenoid valve 51 to coordinate dynamic adjustment to match the required flow.
[0046] Furthermore, the pressure sensor transmits electrical signals, which significantly improves the response speed compared to mechanical control. When the gas pressure exceeds the limit, the pressure sensor triggers the corresponding solenoid valve to close urgently, and at the same time, it activates the pressure relief valve to release pressure.
[0047] Meanwhile, two sensor connectors 2 are fixed on the side wall of the manifold 1. Both sensor connectors 2 are threadedly connected to the manifold 1 and are close to the primary solenoid valve 41 and the secondary solenoid valve 51, respectively, to support the pressure sensor.
[0048] Therefore, the sensor connector 2 is rigidly connected to the side wall of the manifold 1, which reduces the occurrence of pressure sensor signal drift caused by vibration. The pressure sensor can be disassembled and replaced individually. At the same time, the two sensor connectors 2 are installed close to the primary solenoid valve 41 and the secondary solenoid valve 51 respectively, ensuring that the pressure sensor can directly detect the real-time flow downstream of the corresponding valve body, reducing delay errors.
[0049] The implementation principle of an automotive valve in this application embodiment is as follows: The device integrates a multi-stage linkage control structure through a manifold 1. The main control solenoid valve 3 acts as a master switch to control the gas source on and off. In conjunction with a pressure sensor, the first-stage pressure reducing valve 4 initially reduces the pressure of the high-pressure gas. Then, the first-stage solenoid valve 41 links the first-stage pressure relief valve 42 to achieve primary pressure monitoring and overpressure protection. After the second-stage pressure reducing valve 5 further refines the pressure stabilization, the second-stage solenoid valve 51 triggers the second-stage pressure relief valve 52 to form a terminal safety barrier. It has both rapid response and redundancy fault tolerance characteristics, which improves the pressure control accuracy of the automotive valve.
[0050] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.
Claims
1. An automotive valve, characterized in that, The system includes a manifold (1), a main control solenoid valve (3), a primary pressure reducing valve (4), and a secondary pressure reducing valve (5). The main control solenoid valve (3), the primary pressure reducing valve (4), and the secondary pressure reducing valve (5) are all mounted on the manifold (1). The outlet of the main control solenoid valve (3) is connected to the inlet of the primary pressure reducing valve (4), and the outlet of the primary pressure reducing valve (4) is connected to the inlet of the secondary pressure reducing valve (5).
2. The automotive valve according to claim 1, characterized in that, It also includes a primary pressure relief valve (42) and a secondary pressure relief valve (52). The manifold (1) is provided with flow channels (11) adapted to the primary pressure reducing valve (4), the primary pressure relief valve (42), the secondary pressure reducing valve (5) and the secondary pressure relief valve (52). The primary pressure reducing valve (4), the primary pressure relief valve (42), the secondary pressure reducing valve (5) and the secondary pressure relief valve (52) are arranged in series in the flow channels (11) along the gas flow direction.
3. The automotive valve according to claim 2, characterized in that, It also includes a primary solenoid valve (41) and a secondary solenoid valve (51). The main control solenoid valve (3), the primary solenoid valve (41) and the secondary solenoid valve (51) are all fixed on the upper surface of the manifold (1). The input end of the primary solenoid valve (41) is connected to the outlet of the primary pressure reducing valve (4), and the output end is connected to the control end of the primary pressure relief valve (42). The input end of the secondary solenoid valve (51) is connected to the outlet of the secondary pressure reducing valve (5), and the output end is connected to the control end of the secondary pressure relief valve (52).
4. The automotive valve according to claim 3, characterized in that, It also includes two pressure sensors, which are electrically connected to the control terminals of the primary solenoid valve (41) and the secondary solenoid valve (51), respectively.
5. An automotive valve according to claim 4, characterized in that, It also includes sensor connectors (2), two of which are provided. Both sensor connectors (2) are fixed to the side wall of the manifold (1) and are close to the primary solenoid valve (41) and the secondary solenoid valve (51) respectively, for carrying the pressure sensor.
6. The automotive valve according to claim 2, characterized in that, The output pressure of the first-stage pressure reducing valve (4) is greater than the output pressure of the second-stage pressure reducing valve (5).
7. An automotive valve according to claim 2, characterized in that, The output pressure of the first-stage pressure relief valve (42) is greater than the output pressure of the second-stage pressure relief valve (52).
8. An automotive valve according to claim 3, characterized in that, The primary solenoid valve (41) is configured as an N10 solenoid valve, and the secondary solenoid valve (51) is configured as an N15 solenoid valve.