RU2152638C1 - Three-step gas pressure regulator - Google Patents

Abstract

FIELD: pressure regulation for natural gas used as engine fuel. SUBSTANCE: device is designed as additional pressure regulator, which may be combined with standard single-step or two-step pressure regulators. It may be also combined with two-step balanced gas pressure regulator, in order to three-step vacuum consumption gas pressure regulation system, which is designed for regulation of compressed gas pressure. Device is designed as strong, compact device, which ensures high usage flow, insignificant pressure drop and deviation from nominal value, insignificant runaway pressure increment. Device is designed for either normal usage or usage as redundant part. Device may be used in mono-, bi- or double-fuel engines. EFFECT: maximal sensitivity to inlet pressure level alterations, minimal pressure variations at output. 5 cl, 24 dwg

Description

Field of Invention
The present invention relates to a new pressure regulator that is particularly effective as part of a vacuum-consuming pressure control system for controlling and adjusting the pressure of compressed natural gas or propane in engines where it is used as fuel. The regulator can be used as an additional pressure regulator in combination with conventional one- or two-stage pressure regulators or as the third stage of a new three-stage pressure regulator.

State of the art
Recently, the so-called alternative fuel, in particular propane or natural gas, has been increasingly used in internal combustion engines. Cars designed to operate on main fuel, in particular gasoline, can be converted to operate on one of two or more alternative sources of fuel, such as propane or natural gas. In some such cases, the user has the opportunity to choose between fuels depending on their availability and cost.

 Since cars converted for operation on these alternative types of fuel are in most cases equipped with gas tanks, gas pumps for pumping gas from the tank to the engine and carburetors or fuel injectors for injecting fuel and injecting the amount of air necessary for its combustion into the engine, it is usually necessary to additionally equip such a car with the elements required for storing alternative fuel, as well as for supplying it in the required quantities and under the required pressure in the engine gatel car.

 Gaseous fuels, such as propane and natural gas, are usually stored in pressurized cylindrical containers, which is necessary to compress the gas to acceptable volumes. As a result of increasing the pressure in gas cylinders to the maximum safe level, the amount of fuel that can be stored in such a cylinder and the distance that a vehicle can travel increase. The standard pressure in gas cylinders ranges from 2,000 to 5,000 psi. Although the pressure in the cylinder in most cases provides the force required to supply fuel to the engine, internal combustion engines cannot operate at such a high pressure. Therefore, the gas pressure should be reduced to a level at which the operation of the engine is safe, and should be maintained at a constant relatively low level to ensure efficient operation of the engine. In addition, for such vehicles it is often necessary to provide a fuel system with a vacuum in which fuel is supplied to the engine under predominantly the same pressure as the air entering the combustion zone. In such a system, fuel is not forced into the engine by a pump or pressure force, but is supplied to the engine by lowering the pressure of the air entering the combustion zone as it enters the engine. In this system, it is important to maintain constant levels of relative pressure of air and fuel in order to maintain the desired ratio of air to fuel in the engine.

 Thus, adjusting the fuel pressure is necessary as it decreases to minimize the impact of these factors affecting the level of the outlet pressure in the gas control system, as well as to ensure a constant level of pressure of the fuel entering the engine even though the pressure in the gas cylinder goes down. At the same time, the adjustment should ensure the supply of the maximum possible volume of gas from the cylinder and, accordingly, allow the pressure drop in the gas cylinder to the level closest to the level of the working pressure, but still sufficient to supply gaseous fuel through the pressure control system and its entry into the engine .

 Well-known are the usual one- or several-stage pressure regulators, which for a long time have been used to lower the pressure and adjust the flow rate of compressed gas. Common controllers include pressure-compensated controllers that use devices such as springs, diaphragms, and other elements to compensate for pressure and flow at different stages of the regulator's operation.

 For example, in US patent N. 2794321, issued June 4, 1957 F.J. Warner et. al. disclosed a single-stage fuel pressure regulator, which serves to lower and adjust the pressure of gases such as propane, used as fuel for internal combustion engines.

 A number of pressure regulators, in particular regulators widely used in containers with compressed gas, such as oxygen or acetylene, are designed to enable the user to control the pressure drop at each stage of operation. Other regulators, in particular those usually used in fuel supply systems, do not allow adjustments or allow only minor adjustments by the user, despite the possibility of more significant adjustments that may be carried out by authorized personnel.

 The pressure regulators known in the art have a number of disadvantages that the pressure regulator claimed in the present invention overcomes.

 One of the main problems is the decline in pressure, i.e. to the extent of uncertainty in the level of the outlet pressure of the regulator, depending on the fuel consumption and on the pressure in the gas cylinder. A drop in pressure can cause malfunctions in the engine’s normal operation, since, for example, conventional fuel injectors used on modern vehicles are designed to operate at a constant level of fuel pressure, and in a conventional carburetor with a diffuser it is required that the fuel pressure matches the air pressure, which necessary to ensure appropriate adjustment of the fuel-air mixture. The previously proposed solutions to these problems included the use of temperature and pressure sensors, which serve to detect deviations in the temperature and pressure of the fuel, and to carry out appropriate adjustments to the engine. The present invention provides for overcoming or facilitating a solution to a pressure drop problem without adjusting engine operation.

 Another problem is a "creeping" increase in pressure in the regulator and downstream of the regulator with the injector turned off or the shutdown electromagnet closed for carburetor engines, i.e. when the fuel supply to the engine is stopped. Such an increase in pressure, which is sometimes called an increase in pressure at zero flow rate, is caused by imperfect sealing of the constituent elements of the regulator, including the fuel shut-off electromagnet. Despite the fact that the increase in pressure can be reduced by increasing the sealing force in the regulator, it often requires a change in the design of the regulator, which is necessary not only for the application of the indicated greater force, but also for its compensation in order to provide the ability to easily open the regulator, when the fuel supply to the engine should be resumed.

 The problem of increasing pressure at zero fuel consumption is associated with fuel leakage from the regulator.

 Another problem associated with regulators known from the art is the deviation from the control point, namely the degree of its uncertainty and fluctuations in the output pressure of the regulator due to changes in the operating temperature or changes in the consumption of fuel or air by the engine. Deviation from the control point can cause engine malfunctions, since, in particular, in a carburetor with a diffuser it is required that the fuel pressure correspond to the air pressure, which is necessary to ensure appropriate adjustment of the fuel-air mixture.

 The flow of fuel from the cylinder to the pressure regulator is usually regulated by an electromagnetic valve that can be installed on the regulator itself and which the driver can open immediately before turning on the ignition system. The solenoid valve usually opens the auxiliary piston, overcoming the gas pressure in the cylinder, as a result of which the fuel flow passes through the regulator and enters the engine. Regulators known from the prior art require several seconds for a full flow of fuel to enter the fuel injector of the engine and the required working pressure to be established in the fuel injector. If the driver of the car turns on the ignition without the specified delay, the launch may be associated with problems or not occur at all.

 In spring-diaphragm regulators known from the prior art, the outlet pressure depends on a large number of variables, including the inlet pressure supplied to the regulator, the outlet flow rate, the characteristics and properties of the diaphragm, including its working surface area and tensile coefficient, reference pressure, the area and shape of the hole, the area and shape of the trunnion, the stiffness coefficient of the spring and the operating temperature. Making changes to these variables leads to fluctuations in the outlet pressure, as a result of which the outlet pressure in such regulators must be maintained at a level above the optimum level to ensure a constant flow of fuel into the engine. This can lead to low work efficiency, as well as to a higher than necessary level of discharge. In addition, despite the fact that the regulator can be tuned in such a way as to ensure optimal idle operation, the influence of these variables can lead to delays when it returns to optimal operation after prolonged operation at high speeds, as a result of which the engine usually stalls.

 Conventional control systems operating under reduced pressure are extremely sensitive to changes in reference pressure, especially in idle mode. Slight fluctuations in the reference pressure, if not quickly corrected, can lead to the establishment of an erroneous level of reference pressure in the regulator relative to the level of pressure of the air intake into the engine. The indicated incorrect level of the reference pressure can lead to incorrect operation of the carburetor with the diffuser due to the mismatch of the air and fuel pressure levels. It can also lead to a cut in fuel supply to the engine and its possible stop.

 Thus, it is an object of the present invention to provide an improved pressure regulator having quick response and maximum sensitivity to changes in the inlet pressure level, as well as minimizing fluctuations in the outlet pressure.

 It is also an object of the present invention to provide an improved pressure regulator capable of quickly opening, even counteracting the high pressure in the cylinder, whereby the operating pressure is almost instantly set in the regulator.

 Another objective of the present invention is the creation of a pressure control system that minimizes the level of pressure in the cylinder, necessary to ensure the efficient operation of the fuel supply system under pressure, thereby ensuring greater mileage of the vehicle from one refueling.

Disclosure of Invention
The present invention provides an additional pressure regulator, which can be used in combination with conventional one- or two-stage pressure regulators. It can also be used effectively in combination with the new two-stage balanced pressure regulator, forming a three-stage control system operating at reduced pressure, which can be used to regulate the pressure of compressed gases used as fuel in engines, for example, natural gas used in cars driven in action of natural gas. The pressure regulator claimed in the present invention is a high-strength, compact device that provides high flow rate, slight pressure drop, small pressure drop, slight deviation from the control point and slight "creeping" pressure increase and is suitable for both operation and use as a spare unit. The regulator is especially effective when used in mono-, bi- and dual-fuel engines.

 Due to the improved balancing of a number of constituent elements, the improved additional pressure regulator of the present invention minimizes the effects of a number of factors that adversely affect the stability of the outlet pressure level in the regulator. The trunnion of the additional pressure regulator according to the present invention is balanced in order to eliminate the influence of the inlet pressure, which is one of the most significant factors affecting the total pressure drop. The use of a balanced regulator in the present invention allows to achieve the desired level of pressure drop with a significant reduction in the size of the regulator. Small size controllers have faster response times and are generally less expensive than large size controllers with the same functions.

 The additional pressure regulator according to the present invention has a rapid transient response to fluctuations in the inlet pressure.

 An additional pressure regulator according to the present invention includes a predominantly hollow body in which a predominantly sealed diaphragm is located. The housing consists of two elements, with adjoining edges, which can be fastened in any suitable way. The diaphragm can be fixed between the adjacent edges of both elements of the housing. The ratio between the diaphragm surface area and the internal volume of the regulator is advantageously greater than in conventional pressure regulators known in the art. On one side of the diaphragm through the reference channel, a generally constant reference pressure acts, in particular atmospheric pressure or, in the case of turbocharged engines, the pressure at the point where air and fuel are mixed. On the other side of the diaphragm through the fuel inlet is exposed to a gas flow with a regulated pressure, which should be predominantly constant relative to the reference pressure, and in the best embodiment should be predominantly equal to the specified reference pressure.

 An electromagnetic shutdown means is mounted on the regulator’s body, which serves to open and close the flow of compressed gas entering the regulator’s inlet housing and an electromagnetic triggering device that allows the fuel to flow through the regulator’s inlet into the engine during start-up and operation Idling. A trunnion is located between the gas inlet to the regulator and the regulator body, which regulates the gas flow through the regulator connected to the diaphragm and forms a pressure adjustment unit in the regulator body.

 The electromagnetic shutdown means can be combined into a single unit with a pressure adjusting pin in order to ensure complete locking of the regulator with the fuel supply turned off, as well as a compact design.

 The pressure-controlled diaphragm side is in fluid communication with the engine, into which fuel is supplied at a controlled pressure. During engine operation, the fuel inlet is exposed to lower pressure than the regulated pressure inside the regulator body under the influence of air entering the combustion zone in the engine behind said fuel inlet.

 In a better embodiment of the present invention, the reference pressure is equal to the pressure of the air supply source (which may correspond to atmospheric pressure or turbocharging pressure), and the fuel pressure at the outlet of the regulator should preferably be equal to the specified reference pressure. During the operation of the engine, the air entering the combustion zone is either supplied or forcedly forced into the engine, and the flow of air passing through the inlet with the venturi leads to a decrease in pressure in the neck of the venturi, providing a flow of gas with a regulated pressure from the regulator to the engine.

 The diaphragm is reinforced with at least one support plate mounted centrally on one side of the diaphragm, preferably on the side of the adjusted pressure. The base plate is rotatably connected with a trunnion valve, regulating the flow of gas through the trunnion opening into the regulator chamber. If the adjusted pressure is different from the reference, the diaphragm moves toward the lower pressure side of the regulator. As a result of this movement, the trunnion valve moves inside the trunnion hole and the size of the truncated hole is changed, as well as the flow rate of the compressed gas flow into the regulator body part with the adjusted pressure. This change in flow rate restores the pressure balance in the regulator body. A second support plate may be installed on the side of the reference pressure of the diaphragm. The shape of the trunnion and the trunnion openings can be changed in such a way as to ensure the most efficient flow of compressed gas around the trunnion and through the trunnion opening.

 Since one or two support plates are used to strengthen the central portion of the diaphragm, as well as to create means for connecting the diaphragm to the pin, it is obvious that the support plates should be significantly smaller in diameter than the diaphragm, which is necessary for the corresponding movement of the diaphragm inside the regulator body.

 Several constituent elements of an additional controller according to the present invention have a novel design, thereby achieving the objectives of the invention.

 In the novelty axle assembly according to the best embodiment of the present invention, an all-metal axle is used, which serves to minimize fluctuations in the control point of the regulator and deviations from it, i.e., from a given output pressure, which occurs as a result of fluctuations in the operating temperature and flow rates fuel and air in the engine.

 The trunnion assembly can be connected to the diaphragm by means of a light, injection-molded method, or a plastic lever, thereby providing a relatively high ratio of trunnion-diaphragm forces, which in the best embodiment of the present invention can be approximately 6: 1. The lever can be connected to the diaphragm by means of a low friction block made of light material, for example Zytel, which provides comparative ease of lateral movement of the diaphragm relative to the lever.

 The support plates of the diaphragm can be stamped from aluminum and, due to this, can be significantly thinner than the plates used in regulators known from the art.

 The ability to use relatively thin support plates is achieved through the use of a diaphragm retaining ring located on the inside of the regulator body, as well as through the inclusion of an appropriate rotation axis, for example, a spring-loaded connection slipping between the pin of the pin and the pin of the pin. The diaphragm of the regulator, which is in the most extreme or working position, which usually occurs when the main type of fuel is supplied to the engine, rests on the retaining ring in contact with the base plate, which is usually the case with gasoline. In such a situation, the diaphragm is affected by the complete rarefaction of the carburetor diffuser, but there is no fuel flow to replace the air removed under the influence of vacuum. The diaphragm and the base plate move to the side with the adjusted pressure and come into contact with the circlip, restricting the movement of the diaphragm, but only minimizing the volume of the regulator body.

 In case of excess pressure in the regulator that occurs in the event of a reverse impact when starting the engine or as a result of quick locking of the throttle valve, the spring-loaded connection located between the pin of the pin and the axis of rotation allows the diaphragm to reach an extremely low position with an emphasis on the lower cover, due to which significantly reduces the requirement for the strength of the diaphragm lever and the support plates.

 The cavity and diaphragm cap are designed to provide an appropriate degree of reliability under normal operating pressure in the regulator, typically about 25 psi. inch.

 An additional pressure regulator according to the present invention is equipped with an electromagnetic shutdown unit, including an electromagnet piston, which is an integral part of the device of the trunnion of the third stage. In the open position, the piston of the electromagnet provides a guide for the journal, and in the closed position hermetically seals the journal hole from the gas flow. Such a novel device allows the use of a coil (which will be disclosed below) with fewer ampere turns, since the force of the spigot return spring acts in the opposite direction to the pressure applied to the seal of the electromagnet piston.

 The piston of the electromagnet is arranged in such a way that when the electromagnet is activated and the piston is open, the electromagnet piston does not exert any force on the axle, which is held in a balanced position by the oppositely directed gas pressure and axle regulator springs.

 When the electromagnet is de-energized, the spring shifts the electromagnet down to the stop in the axle, forcing it into contact with the hole, due to which the fuel flow through the axle hole is blocked. After the pin hole is depressurized by the piston, the pressure force acting on the pin in the open position disappears, and the regulator spring provides a force that counteracts the locking force of the electromagnet and acts in the direction of opening of the electromagnet, thereby reducing the electromagnetic force required to open the electromagnet.

 In some applications of the pressure regulator, the electromagnetic shutdown assembly may not be used, and a plug may be used to lock the trunnion cavity and provide support for the trunnion.

 An additional pressure regulator according to the present invention may include an adjustable orifice, sometimes referred to as a power valve, used to control the flow of fuel passing through the outlet of the regulator. The power valve may include a threaded shaft through which the valve disc can be moved up and down inside the power valve to adjust the size of the outlet of the regulator manually or using a motor driven by an appropriate actuator.

 The additional pressure regulator according to the present invention may also include an idle electromagnetic unit and an electromagnetic start unit, in each of which fuel can be supplied directly from the outlet of the additional pressure regulator according to the present invention through a drilled channel or other opening leading from the trunnion cavity. The no-load electromagnetic unit and the start-up electromagnetic unit can be equipped mainly with the same electromagnets. Both the idle hole and the start hole can be made mechanically in the regulator body to minimize production costs. Additionally, both cavities of the electromagnets are designed for the same tube of the core of the electromagnet used in all electromagnets of the regulator. This core tube consists of a magnetizable protrusion and a stopper, as well as a non-magnetizable sleeve. All three of these elements, namely the stopper, protrusion and sleeve, are fastened to each other by soldering to provide a predominantly gas-tight seal that can withstand pressure at least four times higher than the working pressure at which the regulator normally operates under normal conditions operation.

 In some embodiments, an idle solenoid or a start solenoid, or both, may not be needed. When one or both electromagnets are not required, the hole can be sealed with a suitable plug, which makes it possible to use the regulator with a standard housing in various applications.

 Although the advanced optional pressure regulator according to the present invention can be used in combination with conventional single or two-stage pressure regulators, it can be used most effectively with the new two-stage pressure regulator disclosed in patent application No. 2131108 being pending. .

 The new two-stage pressure regulator disclosed in this application has first and second stages, designed to minimize the weight of moving elements in order to more quickly respond to changes in the operating conditions of the regulator. In each of the two stages, two springs with opposite windings are used, which serve to minimize the stiffness of the spring, as well as the required height of the spring support. All moving elements of the first stage, with the exception of the trunnion, can be made of aluminum or other lightweight materials with the corresponding strength and thermal conductivity.

 A corrugated diaphragm is used in each of the steps, which ensures that the area of the working surface of the diaphragm remains constant throughout the entire cycle of its movement. Such a diaphragm has a longer service life and higher manufacturing tolerance than flat diaphragms, and also largely eliminates the hysteresis effect inherent in flat diaphragms. A diaphragm of this shape has an extremely high service life, as well as good performance in low temperature conditions and high strength.

 In the specified regulator, the spring support of the first stage is sealed from the external environment and is designed for the pressure of the second stage.

 Each of the steps includes a trunnion with a novelty, the design of which provides for the elimination of potential leakage paths.

 The design of the first and second steps of the specified specific controller is predominantly similar except for the specific trunnion sealing device used, as well as the details of the spring support structure. A clamped O-ring can be used to seal the pins of the second stage, since the maximum pressure that the ring is exposed to is only about 170 psi. The spring support of the second stage may have a pressure adjustment screw, which allows you to adjust the pressure in the second stage and thereby the output pressure from the first two stages of the specified regulator.

 The pressure regulator stated in the aforementioned application, which is in the process of simultaneous consideration, may be equipped with a relief valve designed for its use in the event of a failure of the first stage of the regulator. The unloading valve is located between the first and second stages and consists of a low-weight piston, a unloading valve spring and an unloading valve support. As soon as the set pressure is established in the unloading valve, the piston is displaced and forced to open, which provides immediate pressure relief.

 The two-stage controller provides channels for regulating the temperature of the fluid, which serve to control the temperature of the regulated gas, as well as to compensate for the heat loss that occurs as the gas expands. In an additional controller according to the present invention, the compensation of gas temperature fluctuations is provided by the use of an additional power valve.

 The two-stage pressure regulator disclosed in the above application, which is undergoing simultaneous consideration, requires only minor modifications so that it can be used in combination with the additional pressure regulator according to the present invention, and is the basis for the construction of a three-stage regulator. Only minor changes must be made mechanically in the regulator case. The most significant modification is that the outlet channel remains un drilled, and a new outlet is additionally made on the left surface and a circular end gland is installed. In addition, mounting screws originally located on the left surface are not used; instead, additional threaded connections are provided near the end seal. On the back surface, the optional installation of an optional cooling electromagnet may be provided; this requires one additional drilled hole and plug, located in an appropriate place on the regulator body. When used in combination with an additional pressure regulator according to the present invention, the springs of the first and second stage can be replaced with springs of lower force in order to provide the required pressure in the first and second stages equal to 60-170 psi. inch and 23-26 psi inch respectively.

 An additional pressure regulator according to the present invention, when used with a two-stage regulator, forms a three-stage regulator, which is much more compact than the known regulators.

 During operation, compressed gas under pressure ranges from 150 psi. inch up to 5000 psi an inch passes through a pressure pre-adjustment system, which may be the system disclosed in the aforementioned patent application. The gas pressure is reduced to a regulated level, which is in a relatively narrow range, usually in the range of 21 to 28 psi. inch or more preferably 23 to 26 psi inch (or to such a level that is set and maintained by selecting the appropriate values of spring stiffness).

 Natural gas or other fuel with a pressure reduced to a specified level enters the channel connecting the pressure regulator according to the present invention, provided that the shutdown electromagnet is open, it can enter the regulator body through the pin hole. If the shutdown solenoid is closed, the gas flow can pass through the start channel and enter the start and idle electromagnets. A matching device may be provided between the pressure pre-adjustment system and the pressure regulator according to the present invention in order to ensure the most efficient gas movement between the two regulators.

 Under normal operating conditions, when the gas begins to move, the electromagnet opens and allows the pin to move, resulting in the opening of the pin. In order to ensure quick opening of the trunnion, a means may be provided that allows gas to flow directly into the regulator body to facilitate the trunnion opening by compensating for pressure on either side of the trunnion and to create an inflow of compressed fuel into the engine.

 In the start-up and idle modes, the fuel flow into the engine is low, and unexpected fluctuations or pulsations of the reference pressure can cause a temporary locking of the trunnion hole. Accordingly, in the calculation for such cases, optional separate start and idle units are provided. The start-up unit includes an electrically controlled electromagnet that opens to directly inlet the fuel flow into the engine when it starts. The electromagnet can be controlled by electronic means sending pulses at the speed necessary for the fuel to arrive at such a required speed that the output pressure of the regulator is maintained mainly at the level of the reference pressure. As fuel enters the start-up electromagnet from the outlet of the additional pressure regulator, its output is not affected by the changes that occur in the additional pressure regulator when the engine starts.

 In order to properly ensure the supply of fuel to the engine in any operating conditions, regardless of the type of the first pressure regulator, a pressure regulator according to the present invention can be used to ensure the flow of fuel into the engine for uninterrupted operation of the engine in idle mode.

 An electromagnetic unit is used in the idle circuit, which is a means of ensuring a constant, mechanically controlled flow of fuel into the engine in idle mode. Since this circuit is also supplied with pressure at the second stage, its output is also not affected by instantaneous disturbances in the output pressure at the third stage or reference pressure.

Brief Description of the Drawings
In FIG. 1 is a partial cross-sectional top view of a pressure regulator housing according to the present invention in the best embodiment as a third stage of a three-stage pressure regulator.

 In FIG. 2 is a perspective view of the outer surface of a pressure regulator according to the present invention.

 In FIG. 3 is a plan view of the pressure regulator housing of the present invention shown in FIG. 2.

 In FIG. 4 is a perspective view of an inner surface of a pressure regulator according to the present invention.

 In FIG. 5 is a perspective view of an inner surface of a lower cover of a pressure regulator according to the present invention.

 In FIG. 6 is a sectional view taken along line 6-6 of FIG. 1.

 In FIG. 7 is a sectional view of a power valve along line 7-7 of FIG. 1.

 In FIG. 8 is a sectional view of the idle electromagnet and the electromagnet taken along line 8-8 of FIG. 1.

 In FIG. 9A and 9A are a plan view and a front view, respectively, of a trunnion lever used in the trunnion assembly of the present invention.

 In FIG. 10A and 10B are a plan view and a sectional view, respectively, of a sliding joint used in a trunnion assembly according to the present invention.

 In FIG. 11 is taken along a line generally corresponding to line 6-6 of FIG. 1 is a sectional view of an additional pressure regulator according to the present invention in its best embodiment as a third stage of a three-stage pressure control system.

 In FIG. 12 is a sectional view of an alternative embodiment of a pressure regulator according to the present invention.

 In FIG. 13A is a plan view of a preferred embodiment of the diaphragm used in the embodiment of FIG. 12.

 In FIG. 13B is a plan view of the anti-deformation ring used in the preferred diaphragm of the present invention.

 In FIG. 13C is a cross-sectional view of a preferred diaphragm embodiment that can be used in a pressure regulator according to the present invention.

 In FIG. 14 is a cross-sectional view of a preferred embodiment of a shutdown electromagnet that can be used in a pressure regulator according to the present invention.

 In FIG. 15A is a partial top view of the controller of FIG. 12, which shows a discharge valve, a fuel temperature sensor and a third stage shutdown solenoid.

 In FIG. 15B is a sectional view taken along line EE of FIG. 15A, which shows the design of the discharge valve, fuel temperature sensor, and the cavity of the third stage shutdown electromagnet according to FIG. 12.

 In FIG. 16A is a side elevational view of the diaphragm lever according to the embodiment of FIG. 12.

 In FIG. 16B is a plan view of the diaphragm lever according to the embodiment of FIG. 12.

 In FIG. 16C is an end view of the sliding joint of the pin used in the preferred diaphragm of FIG. 13A-13C.

 In FIG. 17 is a sectional view taken along a line generally corresponding to line 6-6 of FIG. 6 of yet another embodiment of a controller according to the present invention.

MODES FOR CARRYING OUT THE INVENTION
In one of the best embodiments, the additional pressure regulator according to the present invention is used in combination with a balanced two-stage regulator and can be designed so that such a pressure regulator rests on it. The construction and operation of the additional pressure regulator according to the present invention will be described with specific reference to the indicated application, while it is clear to those skilled in the art that the design can be modified in accordance with how and with which pressure regulators the additional pressure regulator according to the present invention can be applied. .

 In FIG. 1 is a partial sectional view of a pressure regulator housing 1102 according to the present invention, in this best embodiment, generally designated 1100. The regulator housing has an upper surface 1116 capable of interacting with or coming into contact with a single or multi-stage pressure regulator, for example a two-stage regulator pressure disclosed in Canadian patent application N. 2131 108, being pending Mounting surface 1118 which has a plurality of mounting projections 1122 serving for attachment, e.g., the above-described two-stage pressure regulator to the body of the third stage of any conventional suitable method. In the vertical surface 1118 there is a fuel inlet opening, which is a conductive (inlet) channel 1120, through which the gas, the pressure of which must be regulated, can pass from the main pressure regulator into the additional pressure regulator according to the present invention.

 On the outer surface of the regulator housing 1102, a start electromagnet support 1202 and an idle electromagnet support 1302 are located. In the embodiment shown in FIG. 1, an electromagnet support 1202 has a launch electromagnet cavity 1204, and an electromagnet support 1302 has an idle electromagnet cavity 1304. In addition, there is a support 1402 of the shutdown electromagnet, in which the cavity 1404 of the shutdown electromagnet is located, and a pressure adjustment unit 1406. On the upper surface 1116 of the controller housing 1102, a power valve adjustment unit 1502 and an extension of the power valve block (not shown) are also located on which a power valve outlet 1506 is located or made with it.

 In the embodiment shown in FIG. 1, the constituent elements of the supports of the electromagnets start, idle and off, as well as the pressure control unit can be mounted on the regulator body and mounted on the body in the usual way.

 Along the edges of the housing are mounting loops 1106 having holes 1108 for screws, bolts, etc. (not shown).

 The housing 1102 and the bottom cover 1104 of the additional pressure regulator according to the present invention can be manufactured by conventional methods, for example by stamping or casting, and the holes and cavities by any conventional mechanical method. The housing 1102 and the bottom cover 1104, as well as the outer support elements of the electromagnet and the shutdown unit, may be made of appropriate material, for example, metal or plastic.

 In FIG. 2 shows the outer or mounting surface of a housing in accordance with a better embodiment of a pressure regulator according to the present invention, generally designated 1102. In this best embodiment of the invention, the housing of the regulator has an upper surface 1116 capable of interacting or making contact with a single or multi-stage a pressure regulator, for example a two-stage pressure regulator, disclosed in the patent application mentioned above kyo. Mounting surface 1118 extends vertically upward from the surface of the regulator housing 1116, in which there are a plurality of mounting protrusions 1122 for attaching, for example, the above-described two-stage pressure regulator to the third stage housing in any conventional manner suitable for this. In the vertical surface 1118 there is a fuel inlet opening, which is a conductive channel 1120, through which the gas, the pressure of which must be regulated, can pass from the main pressure regulator into the additional pressure regulator according to the present invention.

 On the outer surface of the regulator housing 1102, there is a start electromagnet support 1202, an idle electromagnet support 1302, an off electromagnet support 1402 and a third stage pressure control unit 1406. On the upper surface 1116 of the regulator case 1102 there is also a power valve adjustment unit 1502, as well as an extension 1504 of the unit power valve, which is located or made with him for one whole outlet 1506 of the power valve.

 In this embodiment, the launch electromagnet cavity 1204 and the idle electromagnet cavity 1304 are similar to the corresponding elements of the embodiment shown in FIG. 1, as well as the cavity 1404 of the electromagnet off the third stage. The power valve adjustment unit 1502 may be integrally formed with the regulator body 1102 so as to enable mounting of the power valve on the inside of the regulator body 1102.

 Along the edges of the housing are mounting loops 1106 having holes 1108 for screws, bolts, etc. (not shown).

 In FIG. 3 is a top perspective view of a pressure regulator housing in accordance with the present invention shown in FIG. 2. In addition to the elements shown in FIG. 2, in FIG. 3 shows an opening 1110 for a fuel temperature sensor in which an optional conventional fuel temperature sensor (not shown) is housed. If the fuel temperature sensor is not used, this hole may be closed by a plug. In FIG. 3 also shows a channel 1206 for supplying fuel passing through the regulator body 1102 from the cavity of the start solenoid 1204 through the cavity 1304 of the idle solenoid cavity 1404 of the third stage shutdown electromagnet and allowing relatively small amounts of fuel from the start and idle electromagnets to enter the third stage shutdown block in start mode and idle, respectively.

 As shown in FIG. 2, a power valve adjustment unit 1502 with an extension of 1506 may be molded integrally with the regulator body 1102.

 In FIG. 4 shows the underside of the controller housing 1102 of FIG. 2, in particular an annular flange or flange 1150, interacting with the lower cover (shown in Fig. 5) and limiting the internal cavity (shown in Fig. 6) inside the regulator housing, and when the specified flange is assembled with the lower cover (shown on Fig. 5), it comes into contact with the edges of a conventional diaphragm (not shown) and holds them. The controller housing 1102 may have stiffeners 1152, which can be integral with the upper surface 1116 (shown in Fig. 2) and strengthen it, as well as the central stiffener and the circlip of the diaphragm 1154. Stiffening ribs 1152 can be used to reinforce the regulator body 1102 depending on the strength of the material of which the regulator body is made. Channel 1206 of the launch electromagnet passes through the surface 1116 into the cavity of the launch electromagnet (shown in Fig. 2), and the channel 1306 of the idle electromagnet communicates with the cavity of the idle electromagnet (shown in Fig. 2) through the upper surface 1116.

 Mounting plates 1130 for the diaphragm lever are mounted in the housing, into which the diaphragm lever (shown in Figs. 9A and 9B) is placed, which is described in detail below.

 The stiffeners 1152, the central stiffener and the diaphragm circlip 1154, as well as blocks 1130 for mounting the diaphragm arm, can be cast or forged integrally with the regulator body 1102.

 The pin hole 1408 communicates with the cavity of the shutdown electromagnet and is the gas inlet means, the pressure of which must be adjusted, from the shutdown electromagnet 1440 through the pin hole 1408 into the cavity of the regulator body 1105.

 The outlet (outlet) channel 1508, in the best embodiment, representing a channel passing through the power valve 1500, is a means for releasing gas with a regulated pressure from the pressure regulator to the engine. Channel 1508 has a locking groove 1510 that prevents rotation of the flow control disc, described in more detail with reference to FIG. 7.

 In FIG. 5 shows a bottom cover 1104 of a regulator housing according to the present invention, which in combination with the regulator housing 1102 defines a generally annular inner chamber or cavity 1105 shown in FIG. 6. In the bottom cover there is a channel 1138 reference pressure passing through the casing of the regulator through the thickening 1142 reference pressure formed inside the pipe (reference hole) 1140 reference pressure. Along the edges of the bottom cover there are mounting loops 1106, similar to the loops on the regulator body and having holes 1108 for screws, bolts or similar connecting parts. In one of the best embodiments of the invention, the reference pressure pipe 1140 is predominantly the same size as the outlet channel 1508.

 In FIG. 6 is a cross-sectional view of the controller of the present invention taken along line 6-6 of FIG. 1. In FIG. 6 depicts an assembly of a regulator assembly 1100 consisting of an upper housing 1102 and a bottom 1104 connected by bolts or other conventional fastening means 1114 passing through holes 1108 in the mounting loops 1106. A gasket 1112 can be located between the adjacent edges of the housing 1102 and the bottom 1104, providing a tight sealing the casing, as well as being a means of fixing the diaphragm 1680, which together with the gasket 1112 is pressed around the circumference of the casing by the abutting edges of the housing 1102 and the bottom 1104. As shown in FIG. 5, there is an electromagnet support 1402 having an extension of 1406. Inside the support 1402 there is a cavity 1404 communicating with a channel 1120 (shown in FIG. 1) leading from the second to the third stage, and with an opening 1408 of the third stage. The transition section between the cavity 1404 and the hole 1408 is limited by a cuff 1410, which includes the pin assembly 1600, which will be described in more detail below, and which serves to optimize the gas flow in the section between the cavity 1404 and the hole 1408.

An electromagnetic shutdown unit 1400 is mounted on an electromagnet support 1402, consisting of a piston 1402 driven by an electromagnet, at the upper end of which there is a cavity 1421 holding the piston return spring 1422 inside. Electromagnetically actuated piston
1420 is capable of moving within the cavity 1404. On the lower surface of the piston 1420 there is an O-ring 1424 or other sealing means that comes into contact with the sleeve 1410 and provides a tight seal. At the lower end of the piston there is an opening 1426, into which the upper end of the journal assembly 1600 enters, described in more detail below.

 The piston 1420 can be driven by a shutdown electromagnet 1430 located in yoke 1432. Screws 1434 fasten the yoke 1432 and shutdown electromagnet 1430, forming a shutdown assembly 1400, creating a magnetic flux line directed from the top of the coil to its bottom. The adjusting screw 1434 presses the yoke 1432 against the piston 1420 of the electromagnet, and thereby clamps the coil 1430 of the electromagnet, and creates a magnetic flux line directed from the top of the coil to its bottom.

 With a cavity 1404, a channel 1206 communicates from a cavity 1304 of an idle electromagnet and a cavity 1204 of a start electromagnet.

 In the extension 1406 of the support there is a cavity 1440 for the spring, into which the spring 1442 of the third stage of the regulator enters, mounted with the possibility of adjustment between the adjusting screw 1444 of the third stage and the piston 1443 of the third stage of the regulator connected to the neck 1636 of the axle assembly 1600. The operating pressure of the regulator can be adjusted with the help of the adjusting screw 1444 of the third stage, equipped with an O-ring, ensuring the tightness of the adjusting screw 1444. In the extension 1406 of the support, a protected from improper handling, plug 1446, which can be used to prevent unwanted adjustment of the upper pressure level.

 As shown in FIG. 6, the trunnion assembly 1600 is rotatably mounted on mounting flanges 1130 for the diaphragm arm (shown in FIG. 4).

 The trunnion assembly 1600 includes a trunnion 1610 rotatably mounted on the trunnion arm 1630, shown in more detail in FIG. 9A and 9B.

 The trunnion lever assembly is shown in detail in FIG. 9A. The trunnion lever assembly 1630 includes a trunnion lever 1632 having a transverse pivot arm 1634 that is rotatably attached to mounting flanges 1130 (shown in FIG. 4) in any conventional manner. At one end of the pin arm 1632 there is a neck 1636 entering the corresponding hole in the piston 1443 of the third regulator stage (shown in FIG. 6). At the other end of the trunnion lever 1632, a diaphragm pin 1638 is placed in contact with the sliding sleeve 1652 shown in FIG. 10A and 10B.

 On the side of the transverse pivot arm 1634 opposite the neck 1636, there is a hole 1640 in the pin arm that includes the pin 1610, as well as bearing holes 1642 passing through the pin arm 1632 perpendicular to the hole 1640.

 According to FIG. 6, the pin 1610 has an opening located at its lower end (not shown) through which an axis or bearing located in the hole 1642 can pass. Due to this, the pin is rotatably connected to the pin arm 1630.

 The distances between the lever 1632 and the center of the pivot arm 1634 and between the center of the pivot arm 1634 and the center of rotation of the pivot 1610, as well as the stiffness of the spring 1442 of the third stage of the regulator and the leaf spring 1672 of the pivot, are selected so that the forces of the spring 1442 and the springs 1672 compensate each other in the center rotation of the swing arm 1634.

 The trunnion assembly 1600 includes a rod 1612, which has a protrusion 1610 that comes into contact with the annular collar 1410 and the O-ring 1424 at the moment when the trunnion is in the closed position, and provides a substantially tight seal. At the upper end of the pin 1610, there is a pin head 1616 slidably located within the bore 1426 of the piston 1420. The lower end of the pin has an annular groove 1697 holding the pin 1696. The pin of the pin slides in the bearing 1692 and is held by a spring 1695 and a clip 1696.

 The shape of the trunnion 1610 corresponding to the annular collar 1410 and the trunnion openings can be selected so as to provide the most efficient gas flow around the trunnion 1610 and through the trunnion hole 1408. This ensures the maximum possible degree of adjustment of pressure losses that occur as the gas passes through the regulator, and also minimizes losses that cannot be controlled or regulated.

 The spring-loaded sliding joint allows the trunnion to slide in the rotary bearing 1642 if the force exerted on the trunnion (rotary bearing 1642) in the closing direction exceeds the compressive force of the spring 1673 acting as a shock absorber, softening the relative movements of the trunnion assembly 1600 and the diaphragm assembly 1650. Due to this, the support plates of the diaphragm come into contact with the lower cover, and in the case of excessive pressure on the diaphragm of the third stage (excessive pressure can occur during a backflash in the engine cylinder, a rapid drop in fuel consumption), significant plates are not attached to the support plates, clutch or lever strength.

 The use of a sliding joint also reduces the shock load on the journal socket in the event of the above factors, thereby reducing the wear of the socket and the associated deviation from the control point.

 Thus, the inclusion of a sliding joint reduces the deviation from the control point and makes it possible to use lightweight support plates, a coupling and a pin arm, thereby improving the transient response.

 The lower end of the pin arm 1630 is in contact with a sliding sleeve 1652 located in the upper diaphragm support plate 1650, as shown in FIG. ten.

 A leaf spring 1672 may be attached to the housing 1102 using a screw 1671, forming a cantilevered spring assembly. The deformation of the spring creates a force acting on the pin shaft 1612 and the compensating force created by the spring 1442 in the center of rotation under the influence of high fuel pressure on the pin 1610.

 The use of a leaf spring 1672 leads to the fact that most of the regulatory compression force of the spring is applied directly to the base of the spigot. A smaller portion of the control compression force of the spring is created by the spring 1442 as a means of adjusting the pressure. The leaf spring 1672 and the coil spring work in parallel, and the forces of their action on the pin assembly complement each other. Due to the application of most of the force directly to the axle, the force that must be applied by the spring 1442 mainly decreases, as a result of which significantly smaller forces act on the axis of rotation of the lever. Thus, the hysteresis effect associated with the axis of rotation is significantly reduced compared to designs in which the regulating force of the spring is applied only to the lever. In addition, the leaf spring deflects the gas stream (emerging from the trunnion hole) away from the diaphragm, thereby reducing or eliminating local pressure fluctuations on the diaphragm and decreasing the tendency to diaphragm deviation. In addition, any foreign particles contained in the gas stream are also directed away from the diaphragm, which protects the diaphragm from the formation of holes in it.

 In FIG. 7 depicts one of the best embodiments of the power valve assembly 1500. This assembly includes an adjustable valve that controls the amount of fuel entering the engine at a given temperature and pressure. The assembly includes a power valve support 1502 and an extension 1504 of a power valve support, each of which may be integral with the upper part of the housing 1102, for example, by molding or casting. Inside the support 1502 there is a cavity 1503. Inside the cavity 1503, a flow control disk 1510 is mounted on a threaded adjustment screw 1512 along its axis. Under the action of the pre-loaded spring 1514, the flow control dial is forcibly moved to the closed position. As a result of the rotation of the adjusting screw 1512, the flow control disk moves up or down inside the support 1502, thereby adjusting the size of the opening through which the compressed fuel can pass. The end stop screw 1520 prevents the flow control disk 1510 from coming off the end of the adjustment screw 1512.

 The cavity 1503 communicates with the outlet 1506 of the natural gas valve, which, in turn, can be connected to the engine in a conventional manner.

 The end of the rifled shaft is equipped with a circular ring that pressurizes the boost pressure and is sealed in an opening with a tapering bottom in order to prevent runout. An internal spring prevents the adjusting disc from rolling and expelling during a high boost pressure period. The rotation of the adjustment disc is prevented by the locking grooves in the regulator housing. Such a device can be easily adapted for use in stepper motors.

 In FIG. 8 illustrates an electromagnetic start-up unit 1200 and an open-circuit electromagnetic unit 1300. An electromagnetic start-up unit 1200 is mounted in a casing 1102 above a cavity 1204 of a start-up electromagnet. The cavity 1204 by means of a gaseous medium through the idle supply channel 1206 communicates with the cavity 1404 of the third stage shutdown electromagnet and the cavity 1304 of the idle electromagnet.

 The electromagnetic trigger assembly 1200 may include any conventional electromagnet 1210 capable of opening the piston 1212 of the electromagnet to resist pressure, on the order of the normal pressure in the regulator. Channel 1214 for gas flow connects the cavity 1204 of the electromagnet trigger with the cavity 1105 of the diaphragm of the third stage.

 The electromagnetic start-up unit 1200 is mounted above the cavity 1304 of the idle electromagnet, which through a gaseous medium through the supply channel of the idle 1206 communicates with the cavity 1404 of the third-stage shutdown electromagnet and the cavity 1204 of the start electromagnet.

 The idle electromagnetic assembly may include any conventional electromagnet 1310 capable of opening the piston 1312 of the electromagnet, counteracting pressure, on the order of the normal pressure in the regulator.

 The gas flow channel 1314 connects the idle electromagnet cavity 1304 to the idle flow adjustment cavity 1316.

 Inside the idle flow adjustment cavity 1316, a threaded pin 1318 of idle flow adjustment is located. The idle flow control cavity 1316 has a conical shape, gradually tapering toward the inside of the regulator. The idle flow adjustment finger 1318 has a similar tapering end 1320 located inside the idle flow adjustment cavity and creating an annular channel of adjustable size through which gas can pass. The size of the annular channel can be adjusted by turning the idle flow adjustment finger 1318 having a threaded shaft rotating inside the threaded portion of the cavity 1316, as a result of which the tapering end face moves into or out of the cavity 1316.

 The idle flow adjustment finger 1318 controls the idle flow and has a control range within the range of 20-95 SCFH. In another embodiment, the idle idle adjustment finger 1318 may be replaced by a needle valve for setting low and high idle flows in accordance with engine needs. Finger 1318 idle flow adjustment consists of a shaft with a fine thread connected to a conical finger, which can taper at an angle of about 1.5 degrees on each side. An o-ring seal of circular cross section is located in the screw head 1319. In order to reduce production costs, the hole for the hole in the housing of the regulator of the third stage can be made mechanically.

 In FIG. 11 shows one of the best embodiments of the additional pressure regulator according to the present invention, applied as a third stage in combination with a two-stage balanced pressure regulator. Shown is a top view of a first stage spring support 500 including a spring support cover 502, an upper wall 503 and side walls 504. There is a bead 506 between the upper wall 503 and side walls 504. Details of the design of the spring support are disclosed in the aforementioned Canadian patent application located in simultaneous review process.

 The spring support of the first stage may include one or more springs, the stiffness of which is chosen so as to provide the desired pressure at the outlet and extend the life of the regulator and its components.

 The spring support cover 502 is mounted on the base 100 using mounting bolts or other hardware not shown.

 In FIG. 11 is a cross-sectional view of a second stage spring support 700 and an additional pressure regulator according to the present invention shown in FIG. 6. The spring support 700 of the second stage consists of a spring support cover 702 having an upper surface 703, side walls 704 and a lower flange 705. There is a collar 706 between the walls 704 and the upper surface 703. The pressure inside the support of the second stage is related to atmospheric pressure due to the available in the lid 702 or in any other suitable places in the channel or hole.

 Inside the spring of the second stage of the pressure regulator is a node trunnion 708 of the second stage. For attaching the support of the second spring to the base there is a locking ring 707.

 Inside the support of the second spring are the first and second coil springs 710 and 712, respectively, which are wound in opposite directions. The upper ends of the springs 710 and 712 are connected end-to-end with the spring cap adjuster 720, which can be moved in the vertical direction by the adjusting screw 722, thereby providing the ability to adjust the force exerted by the springs 710 and 712 to the trunnion 750. The adjusting screw is protected against unauthorized adjustment by means of inept treatment 724, which is any of several well-known means of this kind. The inner diameter of this spring support also exceeds the inner diameter of the corresponding output chamber, which prevents the diaphragm from cutting off the diaphragm in the event of a journal failure.

 The use of two springs with opposite winding in the support of the second stage minimizes the height of the support and the stiffness of the spring. By minimizing the stiffness of the spring for supporting a given height, this spring configuration reduces the degree of uncertainty in the operating pressure (pressure drop). Opposite winding of the springs minimizes the risk of neighboring springs engaging during movement.

 As mentioned above, the presence of a wavy protrusion provides a number of advantages, including increased service life, and higher manufacturing tolerances in its manufacture. The wave-like protrusion also eliminates the hysteresis effect, which is observed in flat diaphragms during their working displacement. In another better embodiment, instead of a diaphragm with a preformed protrusion, a diaphragm with a top cover (not shown) having a longer protrusion can be used. It can be used to minimize deviations in the area of the working surface of the diaphragm, which otherwise can occur when the position of the pin is changed.

 As shown in FIG. 11, the trunnion assembly of the second stage includes a diaphragm 752 extending generally in the horizontal direction and having a wave-like protrusion 711 extending vertically upward from the diaphragm 752 and providing a change in the properties of the diaphragm.

 The diaphragm 752 is mounted on the lower support 758 with the outer edge 713 bent downward and the central protrusion 760 passing through the center of the diaphragm 752. The diaphragm is fixed on the lower support by the piston 754 and the locking ring 762. A spring-loaded spring is fixed between the locking ring 762 and the outer circumference of the piston 754. shock absorber 764. The spring shock absorber 764 abuts against the side walls 704 (shown in FIG. 4) of the spring support, but is able to move along the walls during movement of the axle assembly of the second stage.

 A trunnion shaft 765 is mounted inside the central protrusion of the lower diaphragm support, which can have a narrowed middle part and a head part 766 fixed in the protrusion 760 by the holder 763. At the lower end of the trunnion of the first stage there is a valve stem 770 screwed onto the trunnion shaft 765. Around the valve stem is a molded rubber seal 774. The significantly lower fluid pressure in the second stage chamber makes it possible to use the molded rubber seal without the risk of deformation, which could occur under conditions of higher fluid pressure more often used in the first stage pressure chamber . If necessary, between the diaphragm 752 and the piston 754 can be additionally placed an annular gasket of Teflon (not shown), which serves to provide increased protection in case of cold weather. A Teflon gasket slows down heat transfer to the diaphragm 752. Alternatively, the diaphragm piston 754 and the lower diaphragm support 758 may be provided with a ceramic coating to improve performance under low temperature conditions. In addition, the configuration of the spring support chamber (indicated at 714) can be modified to create an exhaust gas trap between the diaphragm 752 and the lower support 758, which serves to improve performance in low temperature conditions.

 As shown in FIG. 11, pressurized fluid enters the casing through the inlet 103 (shown in FIG. 1) and can pass through a filter, for example, described in the aforementioned application, which is being considered simultaneously. The fluid enters the first stage of the pressure regulator through an inlet channel (not shown) and enters the trunnion chamber of the first stage, the pressure in which is predominantly equal to the pressure in the gas storage cylinder. The fluid in an adjustable mode passes through the gap between the seal of the axle of the first stage and the walls of the chamber of the axle, and then enters the pressure recovery compartment located inside the spring support of the first stage.

 The fluid flow passing through the spring support of the first stage is controlled by applying the combined force of the regulator springs and the diaphragm, under which the trunnion assembly tends towards the open position, while under the pressure of the fluid in the trunnion chamber opposing the 552 diaphragm, the trunnion tends towards the closed provisions.

 The fluid flow passing through the chamber of the second stage is controlled by applying the combined force of the springs 710 and 712 and the diaphragm, under the influence of which the axle assembly of the second stage tends towards the open position. Under the pressure of the fluid in the trunnion chamber 180 opposing the diaphragm 752, an oppositely directed force is created, which tends to move the trunnion of the second stage in the direction of the closed position. Diaphragm 752 provides a seal to prevent gas leakage through the support of the second stage, and smooth vertical movement of the axle of the second stage between the closed and fully open position. The lower support 758 of the diaphragm limits the upper wall of the upper part 216 of the output chamber of the second stage.

 In the output chamber 216 there is a strip 717 that comes into contact with the outer edge 713 of the lower support 758 of the diaphragm and thereby prevents the displacement of the axle of the second stage beyond the design point. The output chamber of the second stage includes a spiral ramp (not shown), which serves to further reduce the pressure drop. The ramp helps to increase the gas velocity and its smoother transition into the outlet. The ramp can be attached to the base using one of the stamping methods, which is usually cheaper than machining. The controlled fluid flow then passes through an outlet channel 156 in communication with an outlet port 106 shown in FIG. 1.

 The lower part of the chamber 180 of the axle of the second stage is closed by a removable cover 780. There is an O-ring 782 forming a seal between the base 100 of the controller and the cover 780 of the second stage.

 In FIG. 12 is a cross-sectional view along a line generally corresponding to line 6-6 of FIG. 1, of a second embodiment of a controller according to the present invention. Shown is the assembly 2100 of the controller assembly, consisting of an upper case 2102 and a lower controller cover 2104.

 Both the regulator body 2102 and the lower cover 2104 may have centrally projecting inward protrusions 2114 and 2115, respectively, which serve to strengthen and strengthen the regulator body and play the role of a support and stopper for the diaphragm assembly 2700. The controller housing 2102 may be provided with upstream support elements 2103, which may be pressed or molded integrally with the controller housing 2104 and on which the main two-stage controller rests. The support elements 2103 hold the main controller (not shown) in a predominantly perpendicular position relative to the mounting surface 2118 and provide a predominantly tight connection between the two controllers. Between the adjacent edges of the housing 2102 and the lower cover 2104, a gasket 2112 can be provided that provides a tight seal of the casing, as well as a means of fixing the diaphragm 2680, which together with the gasket 2112 is pressed around the circumference of the casing by the adjacent edges of the housing 2102 and the bottom 2104. In one of the best embodiments According to the invention, the diaphragm 2680 and gasket 2112 can be pressed together in order to reduce the number of parts and the time required to assemble the pressure regulator according to the present invention. The outer edges of both the regulator body 2102 and the lower cover 2104 fit snugly together, forming a predominantly airtight seal. The circumference of both the regulator body 2102 and the lower cover 2104 extends annular flanges 2106 and 2107, respectively, into which a clamping tape or other means is provided, which provides an essentially tight seal to the regulator body 2102 and the lower cover 2104.

 The controller housing 2102 includes an electromagnet support 2402 having a generally annular cross-section and an extension extending outward 2406, shown, for example, in FIG. 15A. An electromagnet assembly 2400 and a regulator spring assembly 2440 are located in the electromagnet support 2402, which will be described in more detail below. Inside the electromagnet support 2402 there is a cavity 2406, which is the inlet to the regulator according to the present invention and in one embodiment communicates with the outlet 1120 of the main regulator (according to Fig. 6) and the trunnion hole 2408. The transition section between the cavity 2404 and the hole 2408 is limited by a cuff 2410, which includes the pin assembly 2600, which will be described in more detail below, and which serves to optimize the gas flow in the section between the cavity 2404 and the hole 2408.

 As will be described in more detail with reference to FIG. 14, the controller according to the present invention includes a shutdown electromagnetic assembly 2400, consisting of an electromagnetically actuated piston 2420, at the upper end of which there is a cavity 2421 holding the piston return spring 2422 inside. An electromagnetically actuated piston 2420 is capable of moving within the cavity 2404. On the lower surface of the piston 2420 there is an O-ring 2424 or other sealing means that comes into contact with the cuff 2410 and provides a tight seal. At the lower end of the piston there is an opening 2426, into which the upper end of the journal assembly 1600 enters, described in more detail below.

 The piston 2420 can be driven by a shutdown electromagnet 2430 located in the yoke of the electromagnet 2432. The adjusting screw 2434 presses the yoke 2432 against the piston 2420 of the electromagnet, and thereby clamps the electromagnet coil 2430, and creates a magnetic flux line directed from the top of the coil to its bottom.

 With a cavity 2406, a channel 2206 communicates from the cavity 2304 of the idle electromagnet and the cavity 2204 of the start electromagnet.

 The lower part of the trunnion hole 2408 is limited by the shape of the insert 2412 made of metal in order to create a wear-resistant surface on which gas can flow, and fixed in the regulator case 2102 by threaded connections or other conventional means. The presence of such a liner provides a wear-resistant and durable surface, necessary to limit the pin hole, while most of the rest of the regulator parts can be made of cheap lightweight material. The liner 2412 and the trunnion assembly 2600 are shaped to provide the necessary parameters for the gas flow passing through the regulator, which will be described in more detail below.

 In the extension of the support 2406, a regulator spring assembly 2440 is located, including a regulator spring 2442, caps 2443 located at each end of the regulator spring 2442. The regulator spring 2442 is located between the piston 2443 and the regulator pin 2636 mounted on the trunnion assembly 2600. The spring caps 2443 engage with the piston 2446 of the regulator and the finger 2636, respectively. The piston 2446 of the regulator is located in the cavity 2438 of the spring and is pressed by the spring 2442 of the regulator to the adjusting screw 2450. The adjusting screw 2450 through the thread enters the upper part of the cavity 2438; its position in the specified cavity can be adjusted by rotating the screw to move it up or down inside the cavity 2438. The operating pressure of the regulator can thus be adjusted using the adjusting screw 2450, equipped with an o-ring 2448, ensuring the tightness of the adjusting screw 2450. An extension 2446 of the support is provided with an anti-tamper proof plug 2452, which can be used to prevent unwanted adjustment of the upper pressure level .

 As shown in FIG. 12, the trunnion assembly 2600 is a trunnion 2610 rotatably mounted on the trunnion lever assembly 2630, shown in detail in FIG. 16A and 16B.

 Shown in more detail in FIG. 14, pivot 2610 includes a pivot pin 2612 that smoothly transitions to the pivot base 2614, interacting with liner 2412. The electromagnet piston 2420 is provided with an O-ring 2424 that provides a substantially tight seal between the electromagnet piston 2420 and the cuff 2410 when the pivot is in the closed position. At the upper end of the axle 2610 is a trunnion head 2616, which slidably fits inside the hole 2426 in the piston 2420 of the electromagnet. Below the trunnion base 2614 is a lower trunnion pin 2616 to which the trunnion pin 2618 is attached, on which the trunnion lever assembly 2630 rests, which will be described in more detail below.

 The shape of the trunnion 2610 corresponding to the annular collar 2410, and the liner 2412, and the trunnion holes are selected so as to ensure the most efficient gas flow around the trunnion 2610 and through the trunnion hole 2408. Due to this, it is possible to control the pressure losses that occur as much as possible as the gas flows through the regulator, and also minimizes any pressure loss that cannot be adjusted.

 In FIG. 16A and 16B, a trunnion lever assembly 2630 is shown in detail, including a trunnion lever 2632, at one end of which a pivot axis 2634 is mounted. At the same end of the lever 2632, there is a support pin 2636 that enters the corresponding hole in the spring cap 2443. At the other end of the trunnion lever 2632, a connecting rod 2637 is located that engages with the sliding sleeve 2652 of FIG. 16B and 16C.

 As shown in FIG. 16A and 16B, on one side of the trunnion lever 2632, a trunnion guide assembly 2638 is mounted supporting the trunnion support pin 2618 resting on the trunnion guide assembly 2638.

 As shown in more detail in FIG. 14, the pin guide assembly 2638 includes side supports 2640, an axis 2642, a spring support 2644, and a spring 2646. Hooks 2648 are located at the bottom of the axis 2642. An insert 2412 holds corresponding hooks 2650 at the bottom of the electromagnet support 2402 on both sides of the extended portion of the pin hole 2408 . Between the respective pairs of hooks 2648 and 2650, support springs 2652 of the spigot are located.

 The distance between the pin 2636 and the center of the pivot axis 2634 and the center of the pivot axis 2634 and the center 2618 of the pin guide assembly, as well as the stiffness of the regulator spring 2442, the pin support springs 2652 and the springs 2646, are selected so that the forces exerted by the springs 2442, 2646 and 2652 compensated for the force exerted by the high-pressure fuel on axle 2610.

 A spring 2646 pushes the trunnion assembly 2610 upward and typically holds the trunnion assembly 2610 away from the trunnion lever assembly 2630, allowing the trunnion assembly to continue to move down even after the trunnion base 2614 is fully supported on the liner 2412 and the trunnion hole 2408 is completely closed. Due to this, the support plates of the diaphragm can come into contact with the lower cover, and in case of excessive pressure in the diaphragm of the third stage, significant forces do not act on the support plates, clutch or lever. The indicated overpressure may occur due to a flashback when starting the engine, a rapid drop in fuel consumption. Because of this, lighter materials can be used in the construction of the lever assembly 2630.

 The use of a 2646 spring also reduces the shock load on the journal socket in the event of the above conditions, thereby reducing the wear of the socket and the associated deviation from the control point.

 The inclusion of a spring 2646 reduces the deviation from the control point and makes it possible to use lighter materials for the support plates and the trunnion assembly, thereby improving the transient response of the regulator.

 The lower end of the trunnion lever 2632 engages with a sliding sleeve 2652 located in the upper diaphragm support plate 2704 and acting in the same manner as the sliding sleeve shown in FIG. ten.

 The use of a leaf spring 2652 leads to the fact that most of the regulatory compression force of the spring is applied directly to the base 2610 of the trunnion. A smaller portion of the control compression force of the spring is created by the spring 2442 as a means of adjusting the pressure. The spring 2652 and spring 2442 work in parallel, and the forces of their impact on the pin assembly complement each other. Similarly to the embodiment of FIG. 6, due to the application of most of the force directly to the axle, the force that must be applied by the spring 2442 is predominantly less than the force exerted in conventional pressure regulators, as a result of which significantly lower forces act on the axis of rotation of the lever. Thus, the hysteresis effect associated with the axis of rotation is significantly reduced compared to designs in which the regulating force of the spring is applied only to the lever.

 In FIG. 14 is a cross-sectional view of an electromagnet support according to FIG. 12 at right angles to a sectional view of FIG. 12. As shown in FIG. 14, the trunnion assembly 2600 rests not only on the trunnion lever assembly 2630, but also on the springs 2652 engaged with the hooks 2648 and 2650. Thus, the downwardly directed gas flow through the trunnion hole 2408 can be compensated for upwardly. by force of springs 2652 and spring 2442 of the regulator.

 In FIG. 15A and 15B depict in detail an alternative, better embodiment of a power valve assembly 2500. This unit is equipped with an installable valve that regulates the amount of fuel entering the engine at full load, as well as providing turbulence of the output stream at any flow rate. The power valve assembly 2500 is mounted in a power valve support 2502 and an extension 2504 of a power valve support that can be integral with the upper housing 2102, for example, pressed or molded. Inside the support 2502 there is a cavity 2503 of a generally cylindrical shape. The cavity 2503 communicates with the opening 2506 of the natural gas discharge valve, which, in turn, can be connected to the engine in a conventional manner. Inside the cavity 2503, perpendicular to the longitudinal axis of the cavity, there is a flow control disk 2510 mounted along the axis of the threaded adjustment screw 2512 shown in the drawing. Under the action of a spring 2514 with a preload, the flow control disk is forced to move to the closed position. As a result of the rotation of the adjusting screw 2512, the flow control disk moves up or down inside the support 2502, thereby adjusting the size of the hole through which the compressed fuel can pass. The end stop screw 2520 prevents the flow control disk 2510 from coming off the end of the adjustment screw 2512.

 The end of the rifled shaft is equipped with a circular ring that pressurizes the boost pressure and is sealed in an opening with a tapering bottom in order to prevent runout. An internal spring prevents the adjusting disc from rolling and expelling during a high boost pressure period. The rotation of the adjustment disc is prevented by the locking grooves in the regulator housing. Such a device can be easily adapted for use in stepper motors.

 In FIG. 15B is a cross-sectional view of an electromagnet support 2402 and an axle bore 2408 with a lip sleeve 2410. FIG. 15B illustrates mounting hooks for springs 2650 on which support springs 2652 are mounted.

 In FIG. 15B also shows an opening 2800 for a temperature sensor in which a thermistor 2801 is mounted, wherein the thermally sensitive tip of the thermistor extends into the cavity 2408 of the pressure regulator.

 In FIG. 15A and 15B also show an idle channel 2306 connecting the idle electromagnet cavity 2304 with the third stage shutdown electromagnet cavity 2406 and the start electromagnet cavity 2404.

 Similarly to the embodiment illustrated in FIG. 8, a gas flow channel connects the idle electromagnet cavity located in the idle electromagnet support 2302 to the idle flow installation cavity 2316.

 At the end of the idle passage 2306, an idle flow control cavity 2316 is located. Inside the idle flow adjustment cavity 2316, there is a threaded idle flow adjustment regulator (not shown in FIG. 15B, but similar to the device shown in FIG. 8). The idle flow control cavity 2316 has a conical shape, gradually tapering toward the inside of the regulator. As shown in FIG. 8, the idle flow adjustment finger 1318 has a similar tapering end 1320 (in FIG. 8) located inside the idle flow adjustment cavity and creating an annular channel of adjustable size through which gas can pass. The size of the annular channel can be adjusted by turning the idle flow adjustment finger 2318 having a threaded shaft rotating inside the threaded portion of the cavity 2316, as a result of which the tapering end face moves into or out of the cavity 2316.

 In FIG. 13A, 13B, and 13C illustrate the best embodiments of the diaphragm assembly 2700, which can be applied to the embodiments of the controller shown in FIG. 12.

 The diaphragm assembly 2700 includes a diaphragm 2702 made of any suitable material, the outer edges of which are tightly sandwiched between the regulator body 2102 and the lower cover 2104 (according to FIG. 12) and are provided with a gasket pressed in one piece. Above the diaphragm is a support plate 2704 to which a sliding sleeve 2652 is attached, as shown in FIG. 12.

 The diaphragm spring 2706 and the anti-deformation ring 2712 are located under the diaphragm. The support plate 2704, the diaphragm spring 2706 and the anti-deformation ring 2712 are connected with rivets 2714 or other lightweight fasteners passing through the diaphragm 2702, but at the same time providing a mostly tight seal between the upper and lower parts of the regulator cavity . The diaphragm spring 2706 may include three or more pins extending outward from the center sleeve and supporting the anti-deformation ring, as will be described below.

 The support plate 2704 may be a relatively flat lightweight part made of metal or plastic made in the form of spokes and a continuous outer circumference, which allows the weight of the support plate to be minimized while maintaining the central part of the diaphragm 2702 with respect to the plane and parallel to the central axis of the regulator body.

 Similarly, the anti-deformation ring 2712 has an outer ring 2710, the diameter of which exceeds the diameter of the support plate 2704 mounted on the pins 2716 located at the end of the spring-loaded pins 2706. The outer ring lifts the edges of the diaphragm above the central part of the diaphragm when the regulator is in a normal or balanced position. If the pressure in the upper part of the cavity 2105 drops below the level of the reference pressure in the lower part of the cavity, the central part of the diaphragm will rise, compensating for the indicated pressure difference. Due to the novelty of its design, the diaphragm according to the present invention remains flat, and thereby the operation of the regulator is improved.

 Although in many cases it is preferable that the regulator operates in a balanced position to minimize the gas pressure at the outlet, under certain circumstances the regulator may operate in an unbalanced position to provide a small positive pressure at the outlet of the regulator to the engine.

 In FIG. 17 shows the pressure regulator according to FIG. 12, capable of providing positive pressure at the outlet of the regulator. A spring support assembly 2800 is installed on the bottom cover of the regulator, including a cup 2802 located in the bottom cover and secured by a nut 2804. Inside the cup 2802 there are springs 2806 and 2808 with opposite windings fixed between the plates 2810 and 2812. The plate 2812 is attached to the diaphragm assembly 2700 with rivets 2714, and the plate 2810 is fixed inside the cup 2802 and abuts against the spring adjustment disc 2814, mounted on the thread of the cup 2802. As a result of rotation of the spring adjustment disc 2814, the compression force of the spring increases or decreases, The action on the diaphragm assembly in 2700. The butt of the cup 2802, O-rings 2818 and 2820 can be equipped with a cap 2816, protected from unskilled handling, in order to seal the regulator from atmospheric pressure.

Claims (5)

 1. A pressure regulator comprising a housing comprising a housing (1102) and a cover (1104), a diaphragm (1680) located inside said housing between said housing and a cover, said diaphragm and said housing forming a first chamber inside said housing, said first the chamber communicates with the output channel (1508), and said lid forms a second chamber inside said casing, characterized in that said pressure regulator also includes a lever (1630) rotatably mounted on said casing, At the same time, said lever includes a shoulder (1632), which has first and second ends, while the first end of said shoulder is hinged with said diaphragm, a valve located in said body and serving to regulate the flow of fluid entering the said body wherein said valve includes a trunnion (1600) rotatably mounted on said lever and located inside a hole (1426) in said housing, and a spring (1442) mounted on said housing included in the spacer bonding to the second end of said lever arm and forcibly moving said valve to an open position.  2. The pressure regulator according to claim 1, which regulates and controls the flow of compressed fluid into the engine, in which said housing has an inlet channel (1120) in communication with a high-pressure fluid source, said cap has a reference opening (1140) communicating with a reference pressure source, said output channel (1508) is in communication with said engine, and wherein said valve further includes a valve seat (1410) interacting with said journal and interrupting the flow of fluid medium from said inlet channel to said first chamber when a flow of fluid into said engine is not required.  3. The pressure regulator according to claim 2, in which said first chamber and said second chamber have predominantly the same volume.  4. The pressure regulator according to claim 2, in which said inlet channel and said outlet channel are predominantly the same size.  5. The pressure regulator according to claim 2, in which said valve further includes an electromagnetic controlled piston (1420), which serves to fix said trunnion in the closed position.

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