CN112610729A

CN112610729A - Air-fuel proportional valve and gas water heating equipment

Info

Publication number: CN112610729A
Application number: CN202011590905.0A
Authority: CN
Inventors: 卢楚鹏; 张毅
Original assignee: Guangdong Vanward New Electric Co Ltd
Current assignee: Guangdong Vanward New Electric Co Ltd
Priority date: 2020-12-29
Filing date: 2020-12-29
Publication date: 2021-04-06

Abstract

The invention relates to an air-fuel proportional valve and gas water heating equipment, wherein in the process of debugging the equipment, the rotating speed of a fan is adjusted to enable the equipment to be in a minimum load state, and a feedback signal of a combustion condition is obtained; according to the feedback signal, the first control component is started to adjust the air pressure difference between the first cavity and the second cavity, so that the first diaphragm arches towards the first valve port or is far away from the first valve port and concaves inwards, the main valve is driven to be far away from or close to the first valve port, the effective adjustment of the opening degree of the first valve port is realized, the gas flow in low load is changed, and the combustion air-fuel ratio in low load is adjusted. Then, adjusting the rotating speed of the fan to enable the equipment to be in a maximum load state, and acquiring a feedback signal of the combustion condition; according to the feedback signal, the second control assembly is started, the opening degree of the second valve port is directly adjusted, the gas flow during high load is effectively changed, and therefore the air-fuel ratio during high load is adjusted.

Description

Air-fuel proportional valve and gas water heating equipment

Technical Field

The invention relates to the technical field of proportional valves, in particular to an air-fuel proportional valve and gas water heating equipment.

Background

The air-fuel proportional valve is a key control component for realizing full-premix combustion, the existing air-fuel proportional valve generally adopts a servo pneumatic control structural form, the air quantity of a fan controls the proportional valve to output gas flow, no matter how the rotating speed of the fan changes, the air quantity and the gas flow are output in a fixed proportion, and through the reasonable design of the proportion, the full-premix combustion can be realized, so that the purposes of increasing the combustion intensity and reducing harmful components in generated smoke are achieved.

However, in the actual use process, due to the change of the gas components or the gas component ratio and the influence of external environment (including air pressure, humidity, temperature and the like), the most reasonable air-gas ratio changes along with the change of the gas components or the gas component ratio, so that the combustion is not in the optimal state. The air and gas output proportion in the traditional air-fuel proportional valve is determined by the structure of the traditional air-fuel proportional valve, the gas flow output cannot be automatically optimized and corrected according to the combustion condition, and the traditional air-fuel proportional valve can only be manually adjusted repeatedly by technicians, so that the assembly efficiency is low and the consistency is poor.

Disclosure of Invention

The invention aims to provide an air-fuel proportional valve which can automatically optimize and correct gas flow according to combustion conditions, improve assembly efficiency and is beneficial to ensuring consistency of debugging performance of products.

The second technical problem to be solved by the invention is to provide a gas water heating device, which can automatically optimize and correct gas flow according to the combustion condition, improve the assembly efficiency and is beneficial to ensuring the consistency of the debugging performance of the product.

The first technical problem is solved by the following technical scheme:

an air-fuel ratio valve, comprising: the pressure regulating valve comprises a valve body, a pressure regulating cavity, a pressure stabilizing cavity and an air outlet channel, wherein an air inlet channel, the pressure regulating cavity, the pressure stabilizing cavity and the air outlet channel are arranged in the valve body; the first diaphragm is arranged on the wall of the pressure stabilizing cavity and divides the pressure stabilizing cavity into a first branch cavity and a second branch cavity, the pressure regulating cavity is communicated with the first branch cavity through a first valve port, and the first branch cavity is communicated with the air outlet channel through a second valve port; the valve assembly comprises a main valve and a first valve rod, the main valve is positioned in the pressure regulating cavity and used for plugging the first valve port, and the main valve is in transmission fit with the first diaphragm through the first valve rod; a first control assembly mounted on the valve body and configured to adjust a pressure differential between the first and second chamber to effect adjustment of a distance between the first diaphragm and the first port; and the second control assembly is arranged on the valve body and is used for adjusting the opening degree of the second valve port.

Compared with the background art, the air-fuel proportional valve has the following beneficial effects: in the process of assembling and debugging the equipment, gas is introduced into the valve body, so that the gas flows through the gas inlet channel, the pressure regulating cavity, the first valve port, the first split cavity, the second valve port and the gas outlet channel in sequence. Adjusting the rotating speed of a fan to enable the equipment to be in a minimum load state, and acquiring a feedback signal of a combustion condition; according to the feedback signal, the first control component is started to adjust the air pressure difference between the first cavity and the second cavity, so that the first diaphragm arches towards the first valve port or is far away from the first valve port and concaves inwards, the main valve is driven to be far away from or close to the first valve port, the effective adjustment of the opening degree of the first valve port is realized, the gas flow in low load is changed, and the combustion air-fuel ratio in low load is adjusted. Then, adjusting the rotating speed of the fan to enable the equipment to be in a maximum load state, and acquiring a feedback signal of the combustion condition; according to the feedback signal, the second control assembly is started, the opening degree of the second valve port is directly adjusted, the gas flow during high load is effectively changed, and therefore the air-fuel ratio during high load is adjusted. In the debugging process of the air-fuel proportional valve, a first control assembly and a second control assembly are correspondingly started according to different combustion load states of equipment; and according to the feedback combustion condition signal, the opening sizes of the first valve port and the second valve port are adjusted, the gas flow at low load and high load is optimized and output respectively, the optimal air-fuel ratio curve is determined, the self-adaptive adjustment function is realized, manual intervention is not needed, and the equipment assembly efficiency is effectively improved. Meanwhile, the consistency of the debugging performance of the equipment is also ensured.

In one embodiment, the first control assembly comprises a first driver, a control seat and a second diaphragm, the control seat is arranged on the valve body, the second diaphragm is arranged in the control seat and forms a combustion pressure cavity between the control seat and the combustion pressure cavity, any one of the combustion pressure cavity and the pressure regulating cavity is communicated with the first split cavity, the other one of the combustion pressure cavity and the pressure regulating cavity is communicated with the second split cavity, the combustion pressure cavity is communicated with the pressure regulating cavity through a flow guide hole, and the first driver is used for adjusting a gap between the second diaphragm and one end of the flow guide hole.

In one embodiment, a process channel and a pressure relief channel are further arranged in the valve body, the pressure relief channel is communicated between the fuel pressure cavity and the first sub-cavity, and the process channel is communicated between the pressure regulating cavity and the second sub-cavity.

In one embodiment, the second diaphragm separates the control seat to form an air pressure cavity and the fuel pressure cavity, and the valve body is provided with a signal hole communicated with the air pressure cavity, and the signal hole is used for being communicated with an air outlet of a fan.

In one embodiment, the aperture of the signal hole increases from the end of the signal hole close to the air pressure cavity to the end of the signal hole far away from the air pressure cavity.

In one embodiment, the first control assembly further includes an adjusting member and a first elastic member, a guide hole is formed in the control seat, the adjusting member is in guide fit with the guide hole, the first driver is in driving connection with the adjusting member, a valve core is arranged on the second diaphragm, and the first elastic member is arranged between the adjusting member and the valve core.

In one embodiment, a boss is arranged on the cavity wall of the combustion pressure cavity, the diversion hole penetrates through the boss, and the first driver is used for adjusting a gap between the valve core and one end of the boss.

In one embodiment, the valve assembly further comprises a second elastic member, one end of the second elastic member is connected to the first valve rod, and the other end of the second elastic member abuts against the cavity wall of the first split cavity.

In one embodiment, the second control assembly includes a second driver, a second valve rod, and a reset member, the second driver is mounted on the valve body, the second driver is in driving connection with the second valve rod, the second driver is configured to drive one end of the second valve rod to open the second valve port, the reset member is disposed between the second valve rod and an inner wall of the valve body, and the reset member is configured to drive one end of the second valve rod to close the second valve port.

In one embodiment, the air-fuel ratio valve further comprises a third control component, the air inlet channel is communicated with the pressure regulating cavity through a third valve port, and the third control component is mounted on the valve body and used for adjusting the opening degree of the third valve port.

The second technical problem is solved by the following technical solutions:

a gas water heating device comprises the air-fuel ratio valve.

Compared with the background art, the gas water heating equipment has the beneficial effects that: by adopting the air-fuel proportional valve, in the process of assembling and debugging the equipment, the gas is introduced into the valve body, so that the gas flows through the gas inlet channel, the pressure regulating cavity, the first valve port, the first component cavity, the second valve port and the gas outlet channel in sequence. Adjusting the rotating speed of a fan to enable the equipment to be in a minimum load state, and acquiring a feedback signal of a combustion condition; according to the feedback signal, the first control component is started to adjust the air pressure difference between the first cavity and the second cavity, so that the first diaphragm arches towards the first valve port or is far away from the first valve port and concaves inwards, the main valve is driven to be far away from or close to the first valve port, the effective adjustment of the opening degree of the first valve port is realized, the gas flow in low load is changed, and the combustion air-fuel ratio in low load is adjusted. Then, adjusting the rotating speed of the fan to enable the equipment to be in a maximum load state, and acquiring a feedback signal of the combustion condition; according to the feedback signal, the second control assembly is started, the opening degree of the second valve port is directly adjusted, the gas flow during high load is effectively changed, and therefore the air-fuel ratio during high load is adjusted. In the debugging process of the air-fuel proportional valve, a first control assembly and a second control assembly are correspondingly started according to different combustion load states of equipment; and according to the feedback combustion condition signal, the opening sizes of the first valve port and the second valve port are adjusted, the gas flow at low load and high load is optimized and output respectively, the optimal air-fuel ratio curve is determined, the self-adaptive adjustment function is realized, manual intervention is not needed, and the equipment assembly efficiency is effectively improved. Meanwhile, the consistency of the debugging performance of the equipment is also ensured.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a view of an air-fuel ratio valve configuration according to one embodiment;

FIG. 2 is an exploded schematic view of an air-fuel proportional valve configuration according to one embodiment;

FIG. 3 is another view of an air-fuel ratio valve configuration according to an embodiment;

FIG. 4 is a cross-sectional view of an air-fuel ratio valve configuration according to an embodiment;

FIG. 5 is a schematic view of a portion of the air-fuel ratio valve of FIG. 4;

FIG. 6 is a sectional view of a second air/fuel ratio valve configuration according to an embodiment;

FIG. 7 is a graph of flame temperature versus excess air factor as described in one embodiment.

Reference numerals:

100. an air-fuel ratio valve; 110. a valve body; 111. an air intake passage; 112. a pressure regulating cavity; 113. a voltage stabilizing cavity; 1131. a first molecular cavity; 1132. a second lumen; 114. an air outlet channel; 115. a first valve port; 116. a second valve port; 117. a third valve port; 118. a process channel; 119. a pressure relief channel; 120. a first control assembly; 121. a first driver; 122. a control seat; 1221. a guide hole; 1222. a combustion pressure chamber; 1223. an air pressure chamber; 1224. a signal aperture; 1225. a base; 1226. a gland; 1227. a card slot; 128. a seal member; 123. a second diaphragm; 1231. a valve core; 1232. buckling; 124. an adjustment member; 125. a first elastic member; 126. a flow guide hole; 127. a boss; 130. a second control assembly; 131. a second driver; 132. a second valve stem; 1321. a plugging section; 133. a reset member; 140. a third control assembly; 141. a support; 142. a coil; 143. a third valve stem; 150. a first diaphragm; 160. a valve assembly; 161. a main valve; 162. a first valve stem; 163. a second elastic member.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In one embodiment, referring to fig. 1, fig. 2 and fig. 4, an air-fuel ratio valve 100, the air-fuel ratio valve 100 includes: a valve body 110, a first diaphragm 150, a valve assembly 160, a first control assembly 120, and a second control assembly 130. The valve body 110 is provided with an air inlet channel 111, a pressure regulating cavity 112, a pressure stabilizing cavity 113 and an air outlet channel 114. The intake passage 111 communicates with the pressure-regulating chamber 112. The first diaphragm 150 is disposed on a wall of the plenum 113 and divides the plenum 113 into a first sub-chamber 1131 and a second sub-chamber 1132. Pressure regulating chamber 112 communicates with first manifold chamber 1131 via first port 115. First chamber 1131 communicates with outlet channel 114 via second port 116. The valve assembly 160 includes a main valve 161 and a first valve stem 162, the main valve 161 is located in the pressure regulating chamber 112 and is used for blocking the first valve port 115, and the main valve 161 is in driving fit with the first diaphragm 150 through the first valve stem 162. The first control assembly 120 is mounted on the valve body 110 and is used to adjust the air pressure differential between the first and second manifold chambers 1131, 1132 to effect adjustment of the distance between the first diaphragm 150 and the first port 115. The second control assembly 130 is mounted on the valve body 110 and is used to adjust the opening of the second valve port 116.

In the process of assembling and debugging the device, the air-fuel ratio valve 100 introduces gas into the valve body 110, so that the gas flows through the gas inlet channel 111, the pressure regulating cavity 112, the first valve port 115, the first split cavity 1131, the second valve port 116, and the gas outlet channel 114 in sequence. Adjusting the rotating speed of a fan to enable the equipment to be in a minimum load state, and acquiring a feedback signal of a combustion condition; according to the feedback signal, the first control component 120 is started, and the air pressure difference between the first branch chamber 1131 and the second branch chamber 1132 is adjusted, so that the first diaphragm 150 arches towards the first valve port 115 or is recessed away from the first valve port 115, and drives the main valve 161 to be away from or close to the first valve port 115, thereby realizing effective adjustment of the opening degree of the first valve port 115, changing the gas flow rate at low load, and further adjusting the combustion air-fuel ratio at low load. Then, adjusting the rotating speed of the fan to enable the equipment to be in a maximum load state, and acquiring a feedback signal of the combustion condition; according to the feedback signal, the second control assembly 130 is activated to directly adjust the opening of the second valve port 116, so as to effectively change the gas flow rate at high load, thereby adjusting the air-fuel ratio at high load. During the debugging process of the air-fuel proportional valve 100, the first control component 120 and the second control component 130 are correspondingly started according to different combustion load states of equipment; and according to the feedback combustion condition signal, the opening sizes of the first valve port 115 and the second valve port 116 are adjusted, the gas flow at low load and high load is optimized and output respectively, the optimal air-fuel ratio curve is determined, the self-adaptive adjustment function is realized, manual intervention is not needed, and the assembly efficiency of the equipment is effectively improved. Meanwhile, the consistency of the debugging performance of the equipment is also ensured.

It is noted that the apparatus has combustion states of different loads in the combustion process, i.e. different amounts of heat released per unit time when the fuel is combusted in the apparatus. When the device is at the minimum combustion load, the adjustment of the gas flow rate requires fine adjustment or fine adjustment, and therefore, the present embodiment uses the pressure difference between both sides of the first diaphragm 150 to adjust the distance between the main valve 161 and the first valve port 115, thereby achieving the adjustment of the gas flow rate at the minimum load. In addition, in the process of acquiring the combustion condition, a device such as a sensor can be adopted, and the air-fuel ratio of combustion can be acquired by an ion current detection method. The theoretical basis for determining the combustion air-fuel ratio by the ion current detection method is that when the air-fuel ratio is optimal, the flame stability reaches a peak value, and the flame ion current also reaches the peak value, as shown in fig. 7.

It should be further noted that there are various ways for the air intake passage 111 to communicate with the pressure regulating cavity 112, and this embodiment is not particularly limited, for example: the air inlet channel 111 is directly communicated with the pressure regulating cavity 112, namely the air-fuel proportional valve has double-stop function; alternatively, a valve port is provided between the intake passage 111 and the pressure-regulating chamber 112, that is, the air-fuel ratio has three cut-off functions. Meanwhile, the specific structure of the first control assembly 120 is not limited in this embodiment, and it is only necessary that the first control assembly 120 can adjust the air pressure difference value on both sides of the first diaphragm 150, for example: the first control assembly 120 is an air charging and discharging device or a motor and diaphragm combined structure. Similarly, the second control assembly 130 has various structures, and only the opening of the second valve port 116 needs to be effectively adjusted, for example: the second control assembly 130 may be a moving magnet solenoid valve or a moving iron core solenoid valve. Of course, the second control assembly 130 may also be other power driven devices, such as: an electric control cylinder device, an electric control hydraulic device or a driving device which drives the valve core 1231 to rotate to open and close the valve port by adopting a motor, and the like.

In addition, in the present embodiment, the main valve 161 is located in the pressure regulating chamber 112 and blocks the first port 115, and thus it is known that the main valve 161 is blocked at the end of the first port 115 facing the pressure regulating chamber 112, which effectively prevents the fuel gas from entering the pressure regulating chamber 112 and directly pushing the main valve 161 open, thereby failing to adjust the air-fuel ratio valve 100.

Further, referring to fig. 4 and 5, the first control assembly 120 includes a first driver 121, a control seat 122 and a second diaphragm 123. The control seat 122 is mounted on the valve body 110. The second diaphragm 123 is disposed in the control seat 122 and forms a combustion pressure chamber 1222 with the control seat 122. Either one of the fuel pressure chamber 1222 and the pressure adjustment chamber 112 communicates with the first sub-chamber 1131, and the other communicates with the second sub-chamber 1132. The combustion pressure chamber 1222 is communicated with the pressure regulating chamber 112 through the flow guide hole 126. The first driver 121 is used to adjust the gap between the second diaphragm 123 and one end of the guide hole 126. Therefore, when the device is in a minimum load combustion state, the first driver 121 is started according to the acquired feedback signal to drive the second diaphragm 123 to close to the guide hole 126 or to move away from the guide hole 126, so that the gap between the second diaphragm 123 and the guide hole 126 is effectively changed. When the gap between the second diaphragm 123 and the diversion hole 126 decreases, the flow rate of the gas in the gas pressure chamber 1222 leaking into the first branch chamber 1131 or the second branch chamber 1132 decreases accordingly, so that a gas pressure difference is generated between the first branch chamber 1131 and the second branch chamber 1132, and the first diaphragm 150 is driven to arch toward the main valve 161 or to recess away from the main valve 161, thereby realizing effective adjustment of the opening degree of the first valve port 115.

It should be noted that, in the case of the fuel pressure chamber 1222 and the pressure regulating chamber 112, one of them is communicated with the first sub-chamber 1131, and the other is communicated with the second sub-chamber 1132, it is understood that: in the process of adjusting the opening size of the first valve port 115, there are two structures: first, the fuel pressure chamber 1222 is communicated with the first split chamber 1131, and the pressure regulating chamber 112 is communicated with the second split chamber 1132; second, the combustion pressure chamber 1222 communicates with the second sub-chamber 1132, and the pressure-regulating chamber 112 communicates with the first sub-chamber 1131. When the fuel pressure chamber 1222 is communicated with the second branch chamber 1132 and the pressure regulating chamber 112 is communicated with the first branch chamber 1131, the flow rate of the air flow in the fuel pressure chamber 1222 leaking into the second branch chamber 1132 is reduced, so that the first diaphragm 150 is recessed in the direction away from the main valve 161, thereby driving the main valve 161 to close to the first valve port 115 and reducing the opening degree of the first valve port 115.

Alternatively, the first driver 121 may be an electric motor, an electric cylinder, an electrically controlled air cylinder, an electrically controlled hydraulic cylinder, or the like. When the first driver 121 is a motor, a transmission structure needs to be disposed between the first driver 121 and the second diaphragm 123 to convert the rotation torque of the first driver 121 into an axial telescopic pushing force, such as: the transmission structure is a screw rod transmission structure.

Further, referring to fig. 4 and 5, a process passage 118 and a pressure relief passage 119 are further disposed in the valve body 110. The pressure relief passage 119 communicates between the fuel pressure chamber 1222 and the first sub-chamber 1131. The process passage 118 communicates between the regulated pressure chamber 112 and the second chamber 1132. Thus, the fuel pressure chamber 1222 of the present embodiment communicates with the first sub-chamber 1131, and the pressure regulating chamber 112 communicates with the second sub-chamber 1132. When the second diaphragm 123 is closed to the flow guide hole 126 by the first actuator 121, the flow rate of the gas in the combustion pressure chamber 1222 leaking from the pressure relief passage 119 into the first chamber 1131 is reduced, and at this time, the gas in the pressure regulating chamber 112 transmits the pressure to the first diaphragm 150 through the process passage 118, so as to generate a large back pressure, and thus the main valve 161 is pushed by the first valve stem 162, so that the opening degree of the first valve port 115 is increased, and a large secondary pressure is obtained in the first chamber 1131.

Specifically, referring to FIG. 6, during fabrication of process channel 118, a hole may be formed directly in the wall of pressure regulated chamber 112 and one end of the hole may be extended to the wall of second body cavity 1132. Similarly, during the fabrication of the pressure relief channel 119, an opening may be made directly in the wall of the fuel pressure chamber 1222 and extend at one end to the wall of the first sub-chamber 1131. Of course, the present embodiment is only provided as an implementation manner, but not limited thereto.

In one embodiment, referring to fig. 4 and 5, the second diaphragm 123 separates the control seat 122 to form an air pressure chamber 1223 and a fuel pressure chamber 1222. The valve body 110 is provided with a signal hole 1224 communicated with the air pressure cavity 1223, and the signal hole 1224 is used for being communicated with an air outlet of a fan. When the rotating speed of the fan is increased, the amount of air entering the air pressure cavity 1223 from the signal hole 1224 is increased, the pressure in the air pressure cavity 1223 is effectively increased, the second diaphragm 123 moves downwards, the gap between the second diaphragm 123 and the flow guide hole 126 is reduced, and the pressure relief effect in the fuel pressure cavity 1222 is weakened. At this time, the gas in the pressure regulating chamber 112 enters the second chamber 1132 through the process channel 118, transmits the pressure to the first diaphragm 150, and generates a back pressure to push the main valve 161 to move away from the first valve port 115, so that the opening of the first valve port 115 is increased, and the gas flow in the valve body 110 is effectively increased.

Further, referring to fig. 4 and 5, the aperture of the signal hole 1224 increases from the end of the signal hole 1224 near the air pressure cavity 1223 to the end of the signal hole 1224 far from the air pressure cavity 1223, so that the aperture of the end of the signal hole 1224 near the air pressure cavity 1223 is smaller than the aperture of the end of the signal hole 1224 far from the air pressure cavity 1223, so that the outside air can more easily enter the air pressure cavity 1223, and the gas leaked from the gas pressure cavity 1222 can more easily flow out of the signal hole 1224.

It should be noted that, in the increasing trend, it is understood that: the aperture of the signal aperture 1224 gradually increases; alternatively, the aperture of the signal aperture 1224 may be constant, gradually increasing, constant thereafter, etc.

In one embodiment, referring to fig. 4 and 5, the control seat 122 includes a base 1225 and a gland 1226. The seat 1225 is mounted on the valve body 110. The pressing cover 1226 is pressed on the base 1225. The second diaphragm 123 is disposed between the gland 1226 and the base 1225, an air pressure cavity 1223 is formed between the second diaphragm 123 and the gland 1226, a fuel pressure cavity 1222 is formed between the second diaphragm 123 and the base 1225, and the flow guide hole 126 is disposed on the base 1225.

Further, referring to fig. 4 and 5, a clamping groove 1227 is disposed on the base 1225. The clamping groove 1227 extends around the periphery of the combustion pressure cavity 1222, the edge of the second diaphragm 123 is provided with the fastening position 1232, the fastening position 1232 is clamped into the clamping groove 1227, and thus, the second diaphragm 123 is stably installed between the gland 1226 and the base 1225 through the matching of the fastening position 1232 and the clamping groove 1227, and the air tightness of the combustion pressure cavity 1222 is improved.

In one embodiment, referring to fig. 4 and 5, the first control assembly 120 further includes an adjusting member 124 and a first elastic member 125. The control seat 122 is provided with a guide hole 1221. The adjuster 124 is in guiding engagement with the guide hole 1221. The first driver 121 is drivingly connected to the adjusting element 124. The second diaphragm 123 is provided with a valve element 1231. The first elastic member 125 is disposed between the adjuster 124 and the spool 1231. Thus, when the gap between the valve element 1231 and the guide hole 126 is adjusted, the first driver 121 is activated to drive the adjusting element 124 to move downward in the guide hole 1221, and the valve element 1231 is pressed downward by the first elastic element 125, so that the valve element 1231 is close to the guide hole 126, the gap between the two is reduced, and the pressure relief effect in the fuel pressure chamber 1222 is reduced. Because the first elastic member 125 is disposed between the adjusting member 124 and the valve element 1231, when the device finishes automatically adjusting the gas flow according to the minimum load combustion condition, the valve element 1231 can also move upwards or downwards elastically under the action of the air pressure, so as to provide a condition for adjusting the gas flow in proportion to the air flow, and avoid that the adjusting member 124 is in rigid contact with the valve element 1231 and cannot continuously adjust the gap between the valve element 1231 and the flow guide hole 126. Meanwhile, the first elastic element 125 is arranged between the adjusting element 124 and the valve core 1231, so that the second diaphragm 123 structure is effectively prevented from being damaged due to rigid contact between the adjusting element 124 and the valve core 1231.

It should be noted that there are various driving connection manners of the first driver 121 and the adjusting element 124, such as: when the first actuator 121 is an air cylinder, a hydraulic cylinder or an electric cylinder, the adjusting member 124 may be directly connected to the output shaft of the first actuator 121; when the first driver 121 is a motor, the adjusting member 124 can be in threaded connection with the output shaft of the first driver 121, and the adjusting member 124 is driven to move in the axial direction by using the screw transmission principle. Of course, the first driver 121 and the adjusting member 124 can be connected by a combination of gears and magnetic strips.

Specifically, the first driver 121 is a stepping motor, and the adjusting member 124 is screwed to an output shaft of the first driver 121.

Alternatively, the first elastic member 125 may be a spring, elastic rubber, elastic metal sheet, or the like.

Specifically, the first elastic member 125 is a spring, one end of which is connected to the adjusting member 124 and the other end of which is connected to the second diaphragm 123.

Further, referring to fig. 5, the first control assembly 120 further includes a sealing member 128. The sealing member 128 is provided between the adjuster 124 and the wall of the guide hole 1221, and improves airtightness between the adjuster 124 and the guide hole 1221.

Alternatively, the material of the sealing member 128 may be NBR (Nitrile Butadiene Rubber), EPDM (Ethylene Propylene Diene Monomer Rubber), fluoronber (fluororubber), or the like.

In one embodiment, referring to FIG. 5, the wall of the combustion pressure chamber 1222 is provided with a boss 127. The guide hole 126 is disposed through the boss 127. The first driver 121 is used to adjust a gap between the valve element 1231 and one end of the boss 127, so that the acting position between the valve element 1231 and the diversion hole 126 is raised by the boss 127 in this embodiment, so that a smaller gap is maintained between one end of the diversion hole 126 and the valve element 1231, and thus, the movement of the valve element 1231 is more sensitive to the pressure relief effect in the pressure chamber 1222.

Specifically, the boss 127 is disposed on the base 1225. Meanwhile, the aperture of the diversion hole 126 decreases from the end of the boss 127 close to the valve body 110 to the end of the boss 127 close to the valve core 1231.

In one embodiment, referring to fig. 4, the valve assembly 160 further includes a second elastic member 163. One end of the second elastic element 163 is connected to the first valve stem 162, and the other end of the second elastic element 163 abuts against the cavity wall of the first sub-cavity 1131, so that the first valve stem 162 receives an elastic force along the direction away from the pressure regulating cavity 112, and the main valve 161 is ensured to have a tendency of closing the first valve port 115 under the elastic force of the second elastic element 163, thereby achieving the purpose of reducing the opening degree of the first valve port 115.

Alternatively, the second elastic member 163 is a spring, an elastic rubber member, an elastic metal sheet, or the like.

In one embodiment, referring to fig. 4, the second control assembly 130 includes a second driver 131, a second valve stem 132, and a reset 133. The second driver 131 is installed on the valve body 110, the second driver 131 is in driving connection with the second valve rod 132, and the second driver 131 is used for driving one end of the second valve rod 132 to open the second valve port 116. The reset piece 133 is disposed between the second valve rod 132 and the inner wall of the valve body 110, and the reset piece 133 is used for driving one end of the second valve rod 132 to close the second valve port 116. When the gas flow is adjusted under high load, the second driver 131 is activated to drive the second valve rod 132 to move in the valve body 110, so that the end of the second valve rod 132 is far away from or close to the second valve port 116, and the opening degree of the second valve port 116 is changed, thereby realizing the control of the gas flow in the gas outlet channel 114. When the second driver 131 is de-energized, the second valve stem 132 blocks the second valve port 116 under the action of the reset piece 133, and the gas communication between the first gas distribution chamber 1131 and the gas outlet channel 114 is cut off. So set up, second control assembly 130 possesses flow control and ends the function to make this air-fuel ratio valve save a stop valve, the whole volume is littleer, reduction in production cost.

It should be noted that there are various driving connection ways of the second driver 131 and the second valve rod 132, such as: when the second driver 131 is an air cylinder, a hydraulic cylinder, or an electric cylinder, the second valve rod 132 may be directly connected to an output shaft of the second driver 131; when the second driver 131 is a motor, the second valve rod 132 may be connected to the output shaft of the second driver 131 by a screw, and the second valve rod 132 is driven to move in the axial direction by using the screw driving principle. Of course, the second actuator 131 and the second valve stem 132 may be connected by a combination of gears and magnetic strips.

Specifically, the second driver 131 is a stepping motor, and the second valve stem 132 is screwed to an output shaft of the second driver 131.

Alternatively, the restoring member 133 may be a spring, elastic rubber, elastic metal sheet, or the like.

Specifically, the restoring member 133 is a spring, one end of which is connected to the second stem 132 and the other end of which is connected to the inner wall of the valve body 110.

Further, referring to fig. 4, an end of the second valve rod 132 away from the second driver 131 is provided with a blocking portion 1321. The second valve stem 132 is located in the outlet passage 114. The blocking portion 1321 extends into the first sub-chamber 1131 through the second valve port 116, and the blocking portion 1321 is in blocking fit with an end of the second valve port 116 facing the first sub-chamber 1131, so that, in the process of adjusting the flow rate, the blocking portion 1321 is driven by the second valve stem 132 to be away from or close to the second valve port 116 in the first sub-chamber 1131.

In one embodiment, referring to fig. 3 and 6, air-fuel ratio valve 100 further includes a third control assembly 140. The intake passage 111 communicates with the pressure-regulating chamber 112 through a third orifice 117. The third control assembly 140 is mounted to the valve body 110 and is used to adjust the opening of the third port 117. Therefore, a control valve is also arranged between the pressure regulating cavity 112 and the air inlet channel 111, when the air-fuel proportional valve 100 works, the third control assembly 140 is started, the opening degree of the third valve port 117 is adjusted, and the opening and closing between the air inlet channel and the pressure regulating cavity 112 are realized.

Further, referring to fig. 6, the third control assembly 140 includes a bracket 141, a coil 142 and a third stem 143, the bracket 141 is mounted on the valve body 110, the coil 142 is mounted on the bracket 141, the third stem 143 is sleeved in the coil 142, and one end of the third stem 143 can be sealed at the third port 117. Accordingly, when the coil 142 is energized, the third valve stem 143 is moved away from the third valve port 117 by the electromagnetic force, and the third valve port 117 is opened, so that the air flow from the intake passage 111 is stably supplied into the pressure-regulating chamber 112.

Alternatively, the third valve rod 143 may be a magnetically conductive material, or may be a magnetic material.

In one embodiment, referring to fig. 1, fig. 2 and fig. 4, a gas-fired water heating apparatus includes an air-fuel ratio valve 100 in any one of the above embodiments.

In the above gas water heater, the above air-fuel ratio valve 100 is adopted, and during the assembling and debugging process of the device, gas is introduced into the valve body 110, so that the gas flows through the gas inlet channel 111, the pressure regulating cavity 112, the first valve port 115, the first split cavity 1131, the second valve port 116 and the gas outlet channel 114 in sequence. Adjusting the rotating speed of a fan to enable the equipment to be in a minimum load state, and acquiring a feedback signal of a combustion condition; according to the feedback signal, the first control component 120 is started, and the air pressure difference between the first branch chamber 1131 and the second branch chamber 1132 is adjusted, so that the first diaphragm 150 arches towards the first valve port 115 or is recessed away from the first valve port 115, and drives the main valve 161 to be away from or close to the first valve port 115, thereby realizing effective adjustment of the opening degree of the first valve port 115, changing the gas flow rate at low load, and further adjusting the combustion air-fuel ratio at low load. Then, adjusting the rotating speed of the fan to enable the equipment to be in a maximum load state, and acquiring a feedback signal of the combustion condition; according to the feedback signal, the second control assembly 130 is activated to directly adjust the opening of the second valve port 116, so as to effectively change the gas flow rate at high load, thereby adjusting the air-fuel ratio at high load. During the debugging process of the air-fuel proportional valve 100, the first control component 120 and the second control component 130 are correspondingly started according to different combustion load states of equipment; and according to the feedback combustion condition signal, the opening sizes of the first valve port 115 and the second valve port 116 are adjusted, the gas flow at low load and high load is optimized and output respectively, the optimal air-fuel ratio curve is determined, the self-adaptive adjustment function is realized, manual intervention is not needed, and the assembly efficiency of the equipment is effectively improved. Meanwhile, the consistency of the debugging performance of the equipment is also ensured.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. An air-fuel proportional valve, characterized in that the air-fuel proportional valve (100) comprises:

the pressure regulating valve comprises a valve body (110), wherein an air inlet channel (111), a pressure regulating cavity (112), a pressure stabilizing cavity (113) and an air outlet channel (114) are arranged in the valve body (110), and the air inlet channel (111) is communicated with the pressure regulating cavity (112);

the first diaphragm (150) is arranged on the wall of the pressure stabilizing cavity (113) and divides the pressure stabilizing cavity (113) into a first component cavity (1131) and a second component cavity (1132), the pressure regulating cavity (112) is communicated with the first component cavity (1131) through a first valve port (115), and the first component cavity (1131) is communicated with the air outlet channel (114) through a second valve port (116);

a valve assembly (160), wherein the valve assembly (160) comprises a main valve (161) and a first valve rod (162), the main valve (161) is positioned in the pressure regulating cavity (112) and is used for blocking the first valve port (115), and the main valve (161) is in transmission fit with the first diaphragm (150) through the first valve rod (162);

a first control assembly (120), the first control assembly (120) being mounted on the valve body (110) and being configured to adjust a gas pressure differential between the first manifold chamber (1131) and the second manifold chamber (1132) to effect adjustment of a distance between the first diaphragm (150) and the first valve port (115); and

a second control assembly (130), wherein the second control assembly (130) is arranged on the valve body (110) and is used for adjusting the opening degree of the second valve port (116).

2. The air-fuel ratio valve of claim 1, wherein the first control assembly (120) comprises a first actuator (121), a control seat (122) and a second diaphragm (123), the control seat (122) is mounted on the valve body (110), the second diaphragm (123) is mounted in the control seat (122) and forms a fuel pressure chamber (1222) with the control seat (122), one of the fuel pressure chamber (1222) and the pressure regulating chamber (112) is communicated with the first component chamber (1131), the other is communicated with the second component chamber (1132), the fuel pressure chamber (1222) is communicated with the pressure regulating chamber (112) through a guide hole (126), and the first actuator (121) is used for adjusting a gap between the second diaphragm (123) and one end of the guide hole (126).

3. The air-fuel ratio valve of claim 2, wherein a process passage (118) and a pressure relief passage (119) are further disposed in the valve body (110), the pressure relief passage (119) is communicated between the fuel pressure chamber (1222) and the first chamber (1131), and the process passage (118) is communicated between the pressure regulating chamber (112) and the second chamber (1132).

4. The air-fuel ratio valve according to claim 3, wherein the second diaphragm (123) partitions the control seat (122) to form an air pressure chamber (1223) and the fuel pressure chamber (1222), and the valve body (110) is provided with a signal hole (1224) communicated with the air pressure chamber (1223), and the signal hole (1224) is used for being communicated with an air outlet of a fan.

5. The air-fuel ratio valve of claim 4, wherein the aperture of the signal orifice (1224) increases from the end of the signal orifice (1224) near the air pressure chamber (1223) to the end of the signal orifice (1224) away from the air pressure chamber (1223).

6. The air-fuel ratio valve according to claim 2, wherein the first control assembly (120) further comprises an adjusting member (124) and a first elastic member (125), a guide hole (1221) is formed in the control seat (122), the adjusting member (124) is in guide fit with the guide hole (1221), the first driver (121) is in driving connection with the adjusting member (124), a valve core (1231) is formed on the second diaphragm (123), and the first elastic member (125) is arranged between the adjusting member (124) and the valve core (1231).

7. The air-fuel ratio valve according to claim 6, wherein a boss (127) is provided on a wall of the fuel pressure chamber (1222), the pilot hole (126) is provided through the boss (127), and the first driver (121) is configured to adjust a gap between the valve spool (1231) and one end of the boss (127).

8. The air-fuel ratio valve according to any one of claims 1 to 7, wherein the valve assembly (160) further comprises a second elastic member (163), one end of the second elastic member (163) is connected to the first valve stem (162), and the other end of the second elastic member (163) abuts against the wall of the first body cavity (1131).

9. The air-fuel ratio valve according to any one of claims 1-7, wherein the second control assembly (130) comprises a second driver (131), a second valve rod (132) and a reset piece (133), the second driver (131) is installed on the valve body (110), the second driver (131) is in driving connection with the second valve rod (132), the second driver (131) is used for driving one end of the second valve rod (132) to open the second valve port (116), the reset piece (133) is arranged between the second valve rod (132) and the inner wall of the valve body (110), and the reset piece (133) is used for driving one end of the second valve rod (132) to block the second valve port (116); and/or the presence of a gas in the gas,

the air-fuel ratio valve (100) further comprises a third control assembly (140), the air inlet channel (111) is communicated with the pressure regulating cavity (112) through a third valve port (117), and the third control assembly (140) is arranged on the valve body (110) and used for adjusting the opening degree of the third valve port (117).

10. A gas-fired water heating apparatus, characterized by comprising an air-fuel ratio valve (100) according to any one of claims 1 to 9.