A leak-proof release valve for an engine

Abstract

The application discloses an engine anti-leakage release valve and belongs to the field of engine release valves. The engine anti-leakage release valve comprises a U-shaped three-way pipe, the U-shaped three-way pipe is provided with an engine joint for connecting an engine pressure relief port and passive pressure relief joints and active pressure relief joints, a passive pressure relief assembly is fixedly installed on the passive pressure relief joints, an active pressure relief assembly is fixedly installed on the active pressure relief joints, and the active pressure relief assembly comprises a second connecting head connected with the active pressure relief joints. The engine anti-leakage release valve can effectively guarantee the operation efficiency of the engine.

Description

Technical Field

[0001] This application relates to the field of engine release valve technology, specifically an engine leak-proof release valve. Background Technology

[0002] The engine relief valve (also known as a pressure relief valve or safety valve) is a key device used to regulate the internal pressure of the engine. Its core function is to automatically open when the pressure exceeds a preset threshold, release excess pressure to protect the engine from damage, and at the same time maintain stable system pressure to ensure the normal operation of fuel supply, ignition system, etc.

[0003] Traditional engine pressure relief valves control the opening and closing of the valve disc through spring tension. The spring stiffness directly affects the pressure set value, which is considered passive pressure relief. In long-term use, under the influence of the high pressure and high temperature environment of the engine, the spring is easily fatigued and loses rigidity. In particular, the spring is more likely to be damaged in winter, which leads to changes in the pressure set value and leakage, affecting the engine's operating efficiency.

[0004] Therefore, this application provides an anti-leakage relief valve for engines to solve the above-mentioned problems. Utility Model Content

[0005] This application provides a leak-proof relief valve for an engine, which aims to solve the existing problems mentioned in the background art.

[0006] To achieve the above objectives, this application provides the following technical solution: an engine leak-proof relief valve, comprising a U-shaped tee pipe, the U-shaped tee pipe having an engine connector for connecting to an engine pressure relief port, a passive pressure relief connector, and an active pressure relief connector, a passive pressure relief component fixedly installed on the passive pressure relief connector, and an active pressure relief component fixedly installed on the active pressure relief connector, the active pressure relief component comprising a second connector connected to the active pressure relief connector, a second housing fixedly installed at the other end of the second connector, a second vent opening on the side of the second housing, a second valve hole opening at the center of the second connector, a second valve disc disposed within the second housing and movable towards or away from the second valve hole, a second valve stem fixedly installed at the end of the second valve disc away from the second valve hole, and a push rod fixedly installed at the end of the second housing away from the second connector and whose movable end is connected to the second valve stem, a pressure sensor fixedly installed at the tee junction of the U-shaped tee pipe, the output end of the pressure sensor and the input end of the push rod being connected to an external control system, the preset pressure value for the push rod to start being less than the preset pressure value for the passive pressure relief component to start. In this way, since the preset pressure value for the active pressure relief component is lower than that for the passive pressure relief component, active pressure relief is initiated as soon as the internal air pressure of the engine reaches a certain high value. This avoids leakage caused by changes in the pressure set value due to factors such as spring fatigue, which could affect engine operating efficiency and effectively ensure engine operating efficiency. Furthermore, the combination of active and passive pressure relief components forms a dual pressure relief mechanism. When active pressure relief cannot meet the demand, the passive pressure relief component can be activated in time for further pressure relief, greatly improving engine safety and effectively protecting the engine from high pressure damage.

[0007] Preferably, the passive pressure relief assembly includes a first connector connected to the passive pressure relief joint, a first housing fixedly installed at the other end of the first connector, a first vent on the side of the first housing, a first valve hole at the center of the first connector, a first valve disc disposed within the first housing and movable toward or away from the first valve hole, a valve stem fixedly installed at the end of the first valve disc away from the first valve hole, an adjusting head fitted outside the end of the valve stem away from the first valve disc and screwed to the end of the first housing away from the first connector, and a spring fitted outside the valve stem and connected at both ends to the adjusting head and the first valve disc respectively.

[0008] Preferably, the preset pressure value for activating the push rod is less than the preset pressure value for compressing the spring.

[0009] Preferably, both the first connector and the second connector are double-ended threaded joints. The first housing and the passive pressure relief connector are both screwed to the first connector, and the second housing and the active pressure relief connector are both screwed to the second connector. A sealing ring is provided at each connection point.

[0010] Preferably, the adjusting head extends from the end away from the first valve disc to the outside of the end of the first housing away from the first connector and has an internal hexagonal hole, and the exposed end of the adjusting head is screwed with an anti-loosening nut.

[0011] Preferably, a limiting block fitted onto the outside of the valve stem is fixedly connected inside the second housing, and the second valve stem is slidably connected to the limiting block.

[0012] Preferably, the movable end of the push rod has a threaded head, and the second valve stem has an internal thread corresponding to the threaded head at one end near the push rod.

[0013] The engine uses a leak-proof relief valve. Because the preset pressure value for the active pressure relief component is lower than that for the passive pressure relief component, it actively relieves pressure when the internal air pressure of the engine just reaches a certain high value. This avoids the problem of leakage caused by changes in the pressure set value due to factors such as spring fatigue, which would affect the engine's operating efficiency and can effectively improve the engine's operating efficiency.

[0014] The engine uses a leak-proof relief valve and is equipped with both active and passive pressure relief components to form a dual pressure relief mechanism. When the active pressure relief cannot meet the demand, the passive pressure relief component can be activated in time to further relieve pressure, which greatly improves the safety of the engine and effectively protects the engine from high pressure damage.

[0015] The engine uses a leak-proof relief valve. Because the pressure preset value of the active pressure relief component is lower than that of the passive pressure relief component, the use of springs in the passive pressure relief component can be reduced during daily operation, effectively protecting and extending its service life. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a leak-proof relief valve for an engine. Figure 2 This is a schematic diagram of the split structure of an engine anti-leakage relief valve; Figure 3 This is a schematic diagram of the internal structure of a passive pressure relief assembly for an engine leak-proof relief valve; Figure 4 This is a schematic diagram of the internal structure of an active pressure relief assembly for an engine leak-proof relief valve.

[0017] In the picture: 1. U-shaped tee pipe; 11. Engine connector; 12. Passive pressure relief connector; 13. Active pressure relief connector; 2. Passive pressure relief assembly; 21. First connector; 211. First valve hole; 22. First sleeve; 221. First vent; 23. First valve disc; 24. Valve stem; 25. Adjusting head; 26. Spring; 27. Anti-loosening nut; 3. Active pressure relief assembly; 31. Second connector; 311. Second valve hole; 32. Second housing; 321. Second vent; 322. Limiting block; 33. Second valve disc; 34. Second valve stem; 341. Internal thread; 35. Push rod; 351. Threaded head; 4. Barometric pressure sensor. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] This embodiment provides a leak-proof relief valve for an engine, such as... Figures 1-4 As shown, the engine leak-proof relief valve includes a U-shaped tee pipe 1. The U-shaped tee pipe 1 has an engine connector 11 for connecting to the engine pressure relief port, a passive pressure relief connector 12, and an active pressure relief connector 13. A passive pressure relief assembly 2 is fixedly installed on the passive pressure relief connector 12, and an active pressure relief assembly 3 is fixedly installed on the active pressure relief connector 13. The active pressure relief assembly 3 includes a second connector 31 connected to the active pressure relief connector 13, a second housing 32 fixedly installed at the other end of the second connector 31, a second vent 321 opened on the side of the second housing 32, and a vent in the second connector 31. The system includes a second valve hole 311, a second valve disc 33 that moves closer to or away from the second valve hole 311 within the second housing 32, a second valve stem 34 fixedly installed at the end of the second valve disc 33 away from the second valve hole 311, and a push rod 35 fixedly installed at the end of the second housing 32 away from the second connector 31, with its movable end connected to the second valve stem 34. A pressure sensor 4 is fixedly installed at the tee junction of the U-shaped three-way pipe 1. The output end of the pressure sensor 4 and the input end of the push rod 35 are both connected to an external control system. The preset pressure value for the push rod 35 to start is less than the preset pressure value for the passive pressure relief assembly 2 to start.

[0020] During operation, when the engine is running normally, the internal air pressure is within the normal range. The air pressure sensor 4 continuously monitors the air pressure. At this time, both the active pressure relief component 3 and the passive pressure relief component 2 are in the closed state. When the internal air pressure of the engine rises to the preset pressure value for the push rod 35 to activate, the air pressure sensor 4 sends a signal to the external control system. The external control system controls the push rod 35 to activate, and the active pressure relief component 3 starts to work, actively relieving pressure and reducing the internal air pressure of the engine. If the internal air pressure of the engine continues to rise after active pressure relief and reaches the preset pressure value for the passive pressure relief component 2 to activate, the passive pressure relief component 2 opens to passively relieve pressure, ensuring that the internal pressure of the engine will not be too high and damage the engine. When the internal air pressure of the engine drops to a safe range, the push rod 35 is pushed back under the control of the external control system. The second valve disc 33 returns to the position of contact with the second valve hole 311 under the push action of the push rod 35, and the active pressure relief component 3 closes. The passive pressure relief component 2 will also automatically close before the active pressure relief component 3 after the pressure drops to a certain value, thereby restoring the engine to normal operating state.

[0021] Specifically, the passive pressure relief assembly 2 includes a first connector 21 connected to the passive pressure relief connector 12, a first housing 22 fixedly installed at the other end of the first connector 21, a first vent 221 opened on the side of the first housing 22, a first valve hole 211 opened at the center of the first connector 21, a first valve disc 23 disposed inside the first housing 22 and movable towards or away from the first valve hole 211, a valve stem 24 fixedly installed at the end of the first valve disc 23 away from the first valve hole 211, an adjusting head 25 sleeved on the outside of the end of the valve stem 24 away from the first valve disc 23 and screwed to the end of the first housing 22 away from the first connector 21, and a spring 26 sleeved on the outside of the valve stem 24 and connected at both ends to the adjusting head 25 and the first valve disc 23 respectively, wherein the preset pressure value for the push rod 35 to start is less than the preset pressure value for the spring 26 to compress. The pressure value is set. When the active pressure relief component 3 malfunctions, the internal pressure of the engine increases and reaches the preset pressure value of the compression of the spring 26. The high-pressure gas in the engine exerts an upward pressure on the first valve disc 23. When this pressure is greater than the elastic force of the spring 26 on the first valve disc 23, the first valve disc 23 moves upward and away from the first valve hole 211. The gas enters the first housing 22 through the first valve hole 211 and is discharged from the first vent 221, realizing passive pressure relief. When the internal pressure of the engine decreases, the elastic force of the spring 26 causes the first valve disc 23 to return to the position of contact with the first valve hole 211, closing the pressure relief channel. By rotating the adjusting head 25, the compression of the spring 26 can be changed, thereby adjusting the elastic force of the spring 26 on the first valve disc 23, and thus changing the preset pressure value for the activation of the passive pressure relief component 2.

[0022] Specifically, both the first connector 21 and the second connector 31 are double-threaded joints. The first housing 22 and the passive pressure relief connector 12 are screwed to the first connector 21, and the second housing 32 and the active pressure relief connector 13 are screwed to the second connector 31. A sealing ring is provided at each connection point. During assembly, the components are rotated and the threads are used to tightly connect them together. At the same time, a sealing ring is provided at the connection point. When the components are tightly connected, the sealing ring is compressed and deformed, filling the gap at the connection point and preventing gas leakage.

[0023] Furthermore, the adjusting head 25 extends from the end away from the first valve disc 23 to the outside of the end of the first housing 22 away from the first connector 21 and has an internal hexagonal hole. The exposed end of the adjusting head 25 is screwed with an anti-loosening nut 27. The design of the internal hexagonal hole allows for convenient pressure adjustment using a common internal hexagonal wrench without the need for special tools, improving the ease of operation. The anti-loosening nut 27 effectively prevents the adjusting head 25 from loosening due to vibration or other reasons during engine operation, ensuring the stability of the preset pressure value of the passive pressure relief component 2, guaranteeing the accuracy of engine pressure control, and improving the safety and stability of engine operation.

[0024] Furthermore, a limiting block 322 is fixedly connected inside the second housing 32 and fitted outside the valve stem 24. The second valve stem 34 is slidably connected to the limiting block 322. The limiting block 322 ensures the linear movement of the second valve stem 34 and the second valve disc 33, improves the accuracy and stability of the active pressure relief assembly 3, and enables the second valve disc 33 to accurately open and close with the second valve hole 311, thereby achieving precise active pressure relief control.

[0025] Specifically, the movable end of the push rod 35 has a threaded head 351, and the end of the second valve stem 34 near the push rod 35 has an internal thread 341 corresponding to the threaded head 351. The threaded connection is simple to operate, making it easy to connect and separate the push rod 35 and the second valve stem 34 during production assembly and later maintenance, which improves work efficiency and reduces maintenance difficulty. In addition, the threaded connection can provide a large connection force, ensuring that the push rod 35 and the second valve stem 34 will not easily separate during operation, thus ensuring the stability and reliability of the active pressure relief component 3.

[0026] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this application, based on the technical solution and concept of this application, should be included within the scope of protection of this application.

Claims

1. A leak-proof relief valve for an engine, characterized in that: The device includes a U-shaped tee pipe (1), which has an engine connector (11) for connecting to the engine pressure relief port, a passive pressure relief connector (12), and an active pressure relief connector (13). A passive pressure relief assembly (2) is fixedly installed on the passive pressure relief connector (12), and an active pressure relief assembly (3) is fixedly installed on the active pressure relief connector (13). The active pressure relief assembly (3) includes a second connector (31) connected to the active pressure relief connector (13), a second housing (32) fixedly installed at the other end of the second connector (31), a second vent (321) opened on the side of the second housing (32), and a second valve hole (311) opened at the center of the second connector (31). The system includes a second valve disc (33) that moves closer to or further away from the second valve hole (311) within the second housing (32), a second valve stem (34) that is fixedly installed at the end of the second valve disc (33) away from the second valve hole (311), and a push rod (35) that is fixedly installed at the end of the second housing (32) away from the second connector (31) and whose movable end is connected to the second valve stem (34). A pressure sensor (4) is fixedly installed at the three-way junction of the U-shaped three-way pipe (1). The output end of the pressure sensor (4) and the input end of the push rod (35) are both connected to an external control system. The preset pressure value for the push rod (35) to start is less than the preset pressure value for the passive pressure relief assembly (2) to start.

2. The engine anti-leakage relief valve according to claim 1, characterized in that: The passive pressure relief assembly (2) includes a first connector (21) connected to the passive pressure relief connector (12), a first housing (22) fixedly installed at the other end of the first connector (21), a first vent (221) opened on the side of the first housing (22), a first valve hole (211) opened at the center of the first connector (21), a first valve disc (23) disposed in the first housing (22) and movable close to or away from the first valve hole (211), a valve stem (24) fixedly installed at the end of the first valve disc (23) away from the first valve hole (211), an adjusting head (25) sleeved on the outside of the end of the valve stem (24) away from the first valve disc (23) and screwed to the end of the first housing (22) away from the first connector (21), and a spring (26) sleeved on the outside of the valve stem (24) and connected at both ends to the adjusting head (25) and the first valve disc (23) respectively.

3. The engine anti-leakage release valve according to claim 2, characterized in that: The preset pressure value for starting the push rod (35) is less than the preset pressure value for compressing the spring (26).

4. The engine anti-leakage relief valve according to claim 3, characterized in that: Both the first connector (21) and the second connector (31) are double-ended threaded connectors. The first housing (22) and the passive pressure relief connector (12) are screwed to the first connector (21). The second housing (32) and the active pressure relief connector (13) are screwed to the second connector (31), and a sealing ring is provided at the connection.

5. The engine anti-leakage relief valve according to claim 4, characterized in that: The adjusting head (25) extends from the end away from the first valve disc (23) to the outside of the end of the first housing (22) away from the first connector (21) and has an internal hexagonal hole, and the exposed end of the adjusting head (25) is screwed with an anti-loosening nut (27).

6. The engine anti-leakage relief valve according to claim 5, characterized in that: The second housing (32) is fixedly connected to a limiting block (322) that is fitted outside the valve stem (24), and the second valve stem (34) is slidably connected to the limiting block (322).

7. The engine anti-leakage relief valve according to claim 6, characterized in that: The movable end of the push rod (35) has a threaded head (351), and the second valve stem (34) has an internal thread (341) corresponding to the threaded head (351) at one end near the push rod (35).

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