An orbital vehicle steering shock absorber

Abstract

The present invention discloses a steering shock absorber for rail vehicles, which includes four groups of shock-absorbing cylinders. The four groups of shock-absorbing cylinders are installed between the car body and the bogie. The shock-absorbing cylinders are connected to an oil tank through a valve group. The valve group includes a valve group bracket. The shock-absorbing cylinders are fixedly installed on the valve group bracket. An electric pump for extracting hydraulic oil is arranged in the valve group bracket. The outlet of the electric pump is connected with a solenoid valve through a hydraulic oil pipe. A hydraulic lock is arranged between the solenoid valve and the shock-absorbing cylinder; a thrust pressure limiting valve and a tension pressure limiting valve are installed on the valve group bracket. Both the thrust pressure limiting valve and the tension pressure limiting valve are used to connect the oil tank and the shock-absorbing cylinder; the present invention controls the working state of the steering shock absorber through a hydraulic system, which is used to automatically assist the locomotive when passing through a curve, reduce the lateral force between the wheels and the track, thereby reducing the lateral force between the wheel flange and the rail, reducing the wear of the wheel flange and improving the traction performance of the locomotive.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle vibration damping, and particularly relates to a steering damper for a rail vehicle. Background Art

[0002] With the development of social economy, rail vehicles have gradually replaced the mainstream of automobile transportation. Rail vehicles have the advantages of smooth transportation and high transportation speed. The wheels of rail vehicles are made of steel. Due to the unevenness of the track and the increasing running speed of the vehicle, strong vibrations will be generated. When the vehicle passes through a curve, the lateral force between the bogie wheel flange and the rail becomes larger and larger, which intensifies the wear of the wheel flange and the rail, increases the costs of wheel turning and track grinding, affects the service life of the vehicle wheelset and the track, and at the same time affects the traction performance of the vehicle. Summary of the Invention

[0003] The purpose of the present invention is to provide a steering damper for a rail vehicle to solve the technical problems of attenuating vehicle vibrations and the wear of the wheel flange and the rail.

[0004] The purpose of the present invention can be achieved by the following technical solutions:

[0005] A steering damper for a rail vehicle includes four groups of damping cylinders. The four groups of damping cylinders are installed between the vehicle body and the bogie. The damping cylinders are connected to an oil tank through a valve group. The valve group includes a valve group bracket. The damping cylinders are fixedly installed on the valve group bracket. An electric pump for extracting hydraulic oil is arranged in the valve group bracket. The outlet of the electric pump is connected to a solenoid valve through a hydraulic oil pipe. A hydraulic lock is arranged between the solenoid valve and the damping cylinder;

[0006] A thrust pressure limiting valve and a tension pressure limiting valve are installed on the valve group bracket. Both the thrust pressure limiting valve and the tension pressure limiting valve are used to connect the oil tank and the damping cylinder.

[0007] As a further scheme of the present invention: A first regulating valve and a second regulating valve with the same structure are arranged between the solenoid valve and the damping cylinder.

[0008] As a further scheme of the present invention: The damping cylinder includes a valve group connection seat fixedly installed on the valve group bracket. One side of the valve group connection seat is fixedly connected with a first connection seat. The other side of the valve group connection seat is fixedly installed with a damping cylinder body. A piston is slidably arranged in the damping cylinder body. A piston rod is fixedly arranged on the side of the piston away from the valve group connection seat. A second connection seat is fixedly arranged at the end of the piston rod away from the piston.

[0009] As a further scheme of the present invention: A guide seat is fixedly installed on the side of the damping cylinder body away from the valve group connection seat. A dust cover is installed on the guide seat. The dust cover is fixedly connected to the piston rod.

[0010] As a further solution of the present invention: a protective cover is installed on the piston rod, and the protective cover is slidably sleeved on the outer periphery of the shock-absorbing cylinder body.

[0011] As a further solution of the present invention: a displacement sensor is provided between the valve group connecting seat and the piston. The electronic chamber of the displacement sensor is fixedly installed on the valve group connecting seat. The induction magnetic ring of the displacement sensor is fixedly installed on the piston rod, and the induction magnetic ring is slidably coaxially sleeved on the measuring rod of the displacement sensor.

[0012] As a further solution of the present invention: an oil guide pipe is provided on the valve group connecting seat. The oil guide pipe is connected to the guide seat, and a channel connected to the inner cavity of the shock-absorbing cylinder is provided on the guide seat.

[0013] As a further solution of the present invention: the first regulating valve includes a regulating valve body. An unloading valve sleeve is provided inside the regulating valve body. A damping regulating valve is provided on the unloading valve sleeve. A regulating spring is provided inside the damping regulating valve, and a regulating screw cap is installed at the upper end of the damping regulating valve.

[0014] As a further solution of the present invention: a sealing plug is installed at the upper end of the regulating valve body.

[0015] As a further solution of the present invention: sealing rings are provided at both the lower and middle parts of the outer periphery of the regulating valve body.

[0016] As a further solution of the present invention: the first regulating valve and the second regulating valve are inserted and installed on the valve group bracket through threaded connection. The A end of the oil port of the inserted first regulating valve communicates with the rodless cavity, and the B end of the oil port communicates with the solenoid valve. The A end of the oil port of the inserted second regulating valve communicates with the rod cavity, and the B end of the oil port communicates with the solenoid valve.

[0017] The beneficial effects of the present invention: The working state of the steering shock absorber is controlled by a hydraulic system, which is used to automatically assist the locomotive when passing through a curve, reduce the lateral force between the wheels and the track, thereby reducing the lateral force between the wheel flange and the rail, reducing the wear of the wheel flange and improving the traction performance of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The following further describes the present invention with reference to the accompanying drawings.

[0019] Figure 1 is the overall structural schematic diagram of the present invention;

[0020] Figure 2 is the main cross-sectional structural schematic diagram of the shock-absorbing oil cylinder of the present invention;

[0021] Figure 3 is the top cross-sectional structural schematic diagram of the shock-absorbing oil cylinder of the present invention;

[0022] Figure 4It is a schematic side view structure diagram of the shock-absorbing oil cylinder of the present invention;

[0023] Figure 5 It is a schematic structure diagram of the first regulating valve of the present invention;

[0024] Figure 6 It is a schematic diagram of the cartridge structure of the first regulating valve of the present invention.

[0025] In the figure: 1. Oil tank; 2. Valve group; 21. Valve group support; 22. Electric pump; 23. Thrust pressure limiting valve; 24. Tensile pressure limiting valve; 25. Solenoid valve; 26. Hydraulic lock; 27. Oil port A; 28. Oil port B; 3. Shock-absorbing oil cylinder; 31. Valve group connection seat; 32. First connection seat; 33. Shock-absorbing cylinder body; 34. Protective cover; 35. Oil guide pipe; 36. Piston rod; 37. Second connection seat; 38. Piston; 39. Inductive magnetic ring; 310. Displacement sensor; 311. Guide seat; 312. Dust cover; 313. Rod chamber; 314. Rodless chamber; 4. First regulating valve; 41. Regulating valve body; 42. Unloading valve sleeve; 43. Damping regulating valve; 44. Regulating spring; 45. Regulating screw cap; 46. Sealing plug; 47. Sealing ring; 5. Second regulating valve. Specific embodiments

[0026] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present invention.

[0027] Please refer to Figures 1 - 3 As shown, the present invention is a track vehicle steering shock absorber, including four groups of shock-absorbing oil cylinders 3. The four groups of shock-absorbing oil cylinders 3 are installed between the vehicle body and the bogie. The shock-absorbing oil cylinders 3 are connected to the oil tank 1 through the valve group 2. The valve group 2 includes a valve group support 21. An electric pump 22 for extracting hydraulic oil is arranged in the valve group support 21. The outlet of the electric pump 22 is connected to the shock-absorbing oil cylinder 3 through a hydraulic oil pipe. A solenoid valve 25 is installed on the hydraulic oil pipe between the electric pump 22 and the shock-absorbing oil cylinder 3 to control the supply of hydraulic oil through the solenoid valve 25. A hydraulic lock 26 is arranged between the solenoid valve 25 and the shock-absorbing oil cylinder 3. The two ports of the hydraulic lock 26 are respectively connected to the rod chamber 313 and the rodless chamber 314 of the shock-absorbing oil cylinder 3.

[0028] A thrust pressure limiting valve 23 and a tension pressure limiting valve 24 are installed on the valve group support 21. One end of the thrust pressure limiting valve 23 is communicated with the rodless cavity 314 of the shock absorption oil cylinder 3, and the other end of the thrust pressure limiting valve 23 is communicated with the fuel tank 1. One end of the tension pressure limiting valve 24 is communicated with the rod cavity 313 of the shock absorption oil cylinder 3, and the other end of the tension pressure limiting valve 24 is communicated with the fuel tank 1.

[0029] The shock absorption oil cylinder 3 includes a valve group connection seat 31 fixedly installed on the valve group support 21. A through hole communicating with the shock absorption cylinder body 33 and the hydraulic oil pipe is provided in the valve group connection seat 31. A connection seat one 32 is fixedly connected to one side of the valve group connection seat 31, and a shock absorption cylinder body 33 is fixedly installed on the other side of the valve group connection seat 31. A piston 38 is slidably arranged in the shock absorption cylinder body 33. A piston rod 36 is fixedly arranged on the side of the piston 38 away from the valve group connection seat 31. A connection seat two 37 is fixedly arranged at the end of the piston rod 36 away from the piston 38. The connection seat one 32 and the connection seat two 37 are respectively used to be connected with the vehicle body and the bogie. The shock absorption oil cylinder 3 can provide auxiliary steering acting force and shock absorption damping force for the rail vehicle.

[0030] A guide seat 311 is fixedly installed on the side of the shock absorption cylinder body 33 away from the valve group connection seat 31. The guide seat 311 is used to guide the sliding of the piston rod 36 to ensure the stability of the telescopic movement of the piston rod 36. A dust cover 312 is installed on the guide seat 311. The dust cover 312 is fixedly connected to the piston rod 36. The dust cover 312 can effectively prevent dust and debris from entering the shock absorption cylinder body 33, thereby damaging the seal of the piston rod 36 and ensuring the service life of the shock absorption oil cylinder 3.

[0031] A protective cover 34 is installed on the piston rod 36. The protective cover 34 is slidably sleeved on the outer periphery of the shock absorption cylinder body 33. The protective cover 34 is used to protect the piston rod 36.

[0032] A displacement sensor 310 is arranged between the valve group connection seat 31 and the piston 38. The electronic chamber of the displacement sensor 310 is fixedly installed on the valve group connection seat 31. The induction magnetic ring 39 of the displacement sensor 310 is fixedly installed on the piston rod 36. The induction magnetic ring 39 is slidably coaxially sleeved on the measuring rod of the displacement sensor 310. The displacement of the steering shock absorber can be measured by measuring the relative position of the measuring rod and the induction magnetic ring 39 of the displacement sensor 310.

[0033] An oil guide pipe 35 is arranged on the valve group connection seat 31. The oil guide pipe 35 is connected to the guide seat 311. A channel communicating with the inner cavity of the shock absorption cylinder body 33 is arranged on the guide seat 311. The oil guide pipe 35 is used to inject and discharge hydraulic oil into and out of the rod cavity 313 of the shock absorption cylinder body 33.

[0034] Please refer to Figure 1 、 Figures 3 - 5As shown, a first regulating valve 4 and a second regulating valve 5 with the same structure are provided between the solenoid valve 25 and the shock absorber cylinder 3. One end of the first regulating valve 4 is communicated with the rodless cavity 314 of the shock absorber cylinder 3, and the other end of the first regulating valve 4 is communicated with the solenoid valve 25. One end of the second regulating valve 5 is communicated with the rod cavity 313 of the shock absorber cylinder 3, and the other end of the second regulating valve 5 is communicated with the solenoid valve 25.

[0035] The first regulating valve 4 and the second regulating valve 5 include a regulating valve body 41. An unloading valve sleeve 42 is arranged inside the regulating valve body 41. A damping regulating valve 43 is arranged on the unloading valve sleeve 42. A regulating spring 44 is arranged inside the damping regulating valve 43. An adjusting screw cap 45 is installed at the upper end of the damping regulating valve 43. The low-speed damping force of the steering shock absorber can be adjusted by setting damping orifices with different diameters on the damping regulating valve 43. The high-speed unloading damping force can be adjusted by setting inner holes with different diameters in the unloading valve sleeve 42, setting different stiffnesses for the regulating spring 44, and adjusting different depths of the adjusting screw cap 45 to generate different pre-compression amounts of the regulating spring 44, so as to adjust different compression damping forces and tensile damping forces of the steering shock absorber.

[0036] A sealing plug 46 is installed at the upper end of the regulating valve body 41. The setting of the sealing plug 46 ensures the sealing performance of the regulating valve body 41.

[0037] Sealing rings 47 are arranged at the lower and middle parts of the outer periphery of the regulating valve body 41. The setting of the sealing rings 47 ensures the sealing performance of the installation of the regulating valve body 41.

[0038] Please refer to Figure 1 、 Figure 3 and Figure 6 As shown, the first regulating valve 4 and the second regulating valve 5 are connected to the valve group bracket 21 by threaded insertion. The oil port A27 end of the inserted first regulating valve 4 is communicated with the rodless cavity 314, and the oil port B28 end is communicated with the solenoid valve 25. The oil port A27 end of the inserted second regulating valve 5 is communicated with the rod cavity 313, and the oil port B28 end is communicated with the solenoid valve 25. By adopting a modular insertion method for the first regulating valve 4 and the second regulating valve 5, the damping with different requirements of the steering shock absorber can be adjusted quickly and conveniently.

[0039] The above has described a specific embodiment of the present invention in detail, but the content described is only a preferred embodiment of the present invention and cannot be considered as limiting the scope of implementation of the present invention. All equivalent changes and improvements made according to the scope of the application of the present invention should still fall within the scope covered by the patent of the present invention.

Claims

1. An orbital vehicle steering shock absorber, comprising four groups of shock-absorbing oil cylinders (3), the four groups of shock-absorbing oil cylinders (3) being installed between the car body and the bogie, the shock-absorbing oil cylinders (3) being connected to an oil tank (1) through a valve group (2), characterized in that, The valve group (2) includes a valve group support (21), the shock absorption oil cylinder (3) is fixedly installed on the valve group support (21), an electric pump (22) for extracting hydraulic oil is arranged in the valve group support (21), the outlet of the electric pump (22) is connected with a solenoid valve (25) through a hydraulic oil pipe, and a hydraulic lock (26) is arranged between the solenoid valve (25) and the shock absorption oil cylinder (3); A thrust pressure limiting valve (23) and a tension pressure limiting valve (24) are installed on the valve group support (21), and both the thrust pressure limiting valve (23) and the tension pressure limiting valve (24) are used to connect the fuel tank (1) and the shock absorption oil cylinder (3); The shock absorption oil cylinder (3) includes a valve group connection seat (31) fixedly installed on the valve group support (21), a connection seat one (32) is fixedly connected to one side of the valve group connection seat (31), a shock absorption cylinder body (33) is fixedly installed on the other side of the valve group connection seat (31), a piston (38) is slidably arranged in the shock absorption cylinder body (33), a piston rod (36) is fixedly arranged on the side of the piston (38) away from the valve group connection seat (31), and a connection seat two (37) is fixedly arranged at one end of the piston rod (36) away from the piston (38); A displacement sensor (310) is arranged between the valve group connection seat (31) and the piston (38), the electronic bin of the displacement sensor (310) is fixedly installed on the valve group connection seat (31), the induction magnetic ring (39) of the displacement sensor (310) is fixedly installed on the piston rod (36), and the induction magnetic ring (39) is slidably sleeved coaxially on the measuring rod of the displacement sensor (310).

2. The steering shock absorber for a rail vehicle according to claim 1, characterized in that, A regulating valve one (4) and a regulating valve two (5) with the same structure are arranged between the solenoid valve (25) and the shock absorption oil cylinder (3).

3. The track vehicle steering shock absorber according to claim 1, wherein A guide seat (311) is fixedly installed on the side of the shock absorption cylinder body (33) away from the valve group connection seat (31), a dust cover (312) is installed on the guide seat (311), and the dust cover (312) is fixedly connected to the piston rod (36).

4. The track vehicle steering shock absorber according to claim 1, characterized in that, A protective cover (34) is installed on the piston rod (36), and the protective cover (34) is slidably sleeved on the outer periphery of the shock absorption cylinder body (33).

5. The rail vehicle steering shock absorber according to claim 3, characterized in that, A guide oil pipe (35) is arranged on the valve group connection seat (31), the guide oil pipe (35) is connected to the guide seat (311), and a channel connected to the inner cavity of the shock absorption cylinder body (33) is arranged on the guide seat (311).

6. The track vehicle steering damper according to claim 2, characterized in that, The regulating valve one (4) includes a regulating valve body (41), a unloading valve sleeve (42) is arranged inside the regulating valve body (41), a damping regulating valve (43) is arranged on the unloading valve sleeve (42), a regulating spring (44) is arranged inside the damping regulating valve (43), and a regulating screw cap (45) is installed at the upper end of the damping regulating valve (43).

7. The track vehicle steering damper according to claim 6, characterized in that, A sealing plug (46) is installed at the upper end of the regulating valve body (41).

8. The track vehicle steering shock absorber according to claim 6, characterized in that, Sealing rings (47) are arranged at the lower and middle parts of the outer periphery of the regulating valve body (41).

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