A multi-stage pressure-reducing and noise-reducing valve seat structure

By employing a multi-stage pressure-reducing and noise-reducing valve seat structure, along with staggered throttling orifices and a robust connection design, the noise and vibration problems of the regulating valve under high pressure differential conditions are solved, achieving stable pressure reduction and noise reduction of the fluid, and improving the stability and lifespan of the regulating valve.

CN224516117UActive Publication Date: 2026-07-17TERRENCE ENERGY
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Patent Information

Authority / Receiving Office
CN · China
Patent Type
Utility models(China)
Current Assignee / Owner
TERRENCE ENERGY
Filing Date
2025-07-29
Publication Date
2026-07-17

AI Technical Summary

Technical Problem

Under high pressure differential conditions, control valves face flashing and cavitation problems, resulting in noise and vibration, which affect valve internals and downstream pipelines. Furthermore, traditional single-layer pressure reduction structures cannot effectively solve the noise and vibration problems.

Method used

The valve seat structure adopts a multi-stage pressure reduction and noise reduction method, including at least three valve cylinders. The valve cylinders are equipped with throttling orifices that are staggered. The fluid is gradually depressurized and noise reduced in each chamber. Combined with limit snap-fit, bolt connection and sealing ring design, it ensures a stable connection and seal. The throttling orifices are circular and evenly arranged, and the fluid flow path is optimized.

Benefits of technology

It significantly reduces damage caused by fluid shock, improves the operational stability and service life of the control valve, alleviates noise issues under high pressure differential conditions, and ensures the high efficiency and stability of the system.

✦ Generated by Eureka AI based on patent content.

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Abstract

The utility model relates to the technical field of governing valve, especially a multistage pressure reducing and noise reducing valve seat structure, which comprises: at least three valve barrels, multilayer valve barrel sleeve sets are arranged, the two ends of the multilayer valve barrel are respectively provided with cover plates and bottom plates, the cover plates, the bottom plates and the adjacent two valve barrels form chambers, a plurality of throttle holes are formed in the valve barrels, and fluid outlet holes are formed between the cover plates and the innermost layer of valve barrels; wherein, the positions of the adjacent two layers of throttle holes are staggered. The utility model sets a plurality of throttle holes in the valve barrel and adopts staggered arrangement, so that the fluid can be effectively contracted and expanded when passing through the chambers between the layers of valve barrels, gradually reducing the pressure and reducing the noise effect, the fluid outlet is arranged between the innermost layer of the multilayer structure and the cover plate, the multistage structure can achieve significant pressure reduction effect in limited space, and the damage caused by fluid impact is reduced, which not only improves the operation stability and service life of the governing valve, but also significantly improves the noise problem under high pressure difference.
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Claims

1. A multi-stage pressure-reducing and noise-reducing valve seat structure, characterized in that, include: At least three valve cylinders are provided, with multiple valve cylinders nested together. Each of the multiple valve cylinders has a cover plate and a bottom plate at both ends. The cover plate, the bottom plate, and two adjacent valve cylinders form a chamber. Several throttling holes are provided on the valve cylinders. A fluid outlet is provided between the cover plate and the innermost valve cylinder. The positions of the throttling orifices in adjacent layers are staggered.

2. The multi-stage pressure-reducing and noise-reducing valve seat structure according to claim 1, characterized in that, The cover plate has a limiting strip, and the valve cylinder has a limiting block corresponding to the shape of the limiting strip, and the limiting block is engaged with the limiting strip.

3. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 1, characterized by, The base plate has screw holes, and the base plate is bolted to the valve cylinder.

4. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 1, characterized by, A sealing ring is provided between the valve cylinder and the cover plate and the bottom plate.

5. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 1, characterized by, The throttling orifice is circular.

6. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 5, characterized by The throttling orifices are evenly arranged with the same horizontal and vertical distances.

7. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 1, characterized by, The cover plate is also provided with lifting threaded holes.

8. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 1, characterized by, The valve cylinder has three layers, all of which are cylindrical structures. The three layers of valve cylinder are coaxially arranged, and the distance between two adjacent valve cylinders is the same. They are the innermost first valve seat, the middle second valve seat, and the outermost third valve seat.

9. The multi-stage pressure reducing and noise reducing valve seat structure according to claim 8, characterized by, The second valve seat and the cover plate are an integral structure. A fixing groove is provided on the base plate, and the second valve seat extends into the fixing groove for fixed connection.

10. The multi-stage pressure-reducing and noise-reducing valve seat structure according to claim 9, characterized in that, The throttling orifice height of the third valve seat is lower than that of the second valve seat, and the throttling orifice height of the second valve seat is lower than that of the first valve seat.