A buffer valve group and a body anti-bending control device

Abstract

The application discloses a buffer valve group and a body anti-bending control device, which comprises a valve body and two buffer valve block groups installed in the valve body, each buffer valve block group comprising two buffer valve blocks; the buffer valve block comprises a one-way adjustable flow valve and an overflow valve; the one-way adjustable flow valve is internally provided with a first flow channel, one end of the first flow channel is provided with a first joint, and the other end is provided with a throttling valve core; the overflow valve is internally provided with a second flow channel and an overflow valve core; the first flow channel is communicated with the second flow channel through a third flow channel, one end of the throttling valve core is communicated with the first flow channel, the other end of the throttling valve core is communicated with the first flow channel through a fourth flow channel, and the other end of the throttling valve core is further abutted with a throttling adjusting rod. Compared with the prior art, the hydraulic pressure at both ends of the throttling valve core is equalized through the fourth flow channel, so that only a small force is needed to adjust the size of the throttling gap through the throttling adjusting rod, load adjustment is realized, and it is not necessary to unload the hydraulic cylinder.

Description

Technical Field

[0001] This invention relates to the field of buffer valve technology, specifically to a buffer valve assembly and a vehicle body anti-bending control device. Background Technology

[0002] Tram routes are characterized by numerous sections, short station intervals, frequent train acceleration and deceleration, high departure density, high passenger density, small curve radii, and diverse track types. Therefore, tram vehicles have high requirements for their performance in navigating small curves and for lateral stability at high speeds. This necessitates the configuration of hydraulic steering control systems on tram vehicles to buffer and absorb the impacts and vibrations from small curves, junctions, and high-speed operation, thereby enhancing stability when navigating small curves and at high speeds and providing passengers with greater comfort.

[0003] Chinese invention patent application CN106828528A discloses a method and device for controlling the bending resistance of an intercity rail vehicle body. This patent uses a steering cylinder and a buffer valve block to impede the relative rotation between the car body and the bogie, thereby avoiding safety hazards caused by excessive car body rotation speed and amplitude. Chinese utility model patent CN218000008U discloses a buffer valve block based on a vehicle bending resistance system. The hydraulic control components in the buffer valve block, through parallel-connected one-way valves, throttle valves, and pressure-limiting valves, are applied to the aforementioned intercity rail vehicle body bending resistance control method and device to enhance stability when navigating small curves and operating at high speeds, thus providing passengers with better comfort.

[0004] However, the throttle valves of the aforementioned hydraulic control components use fixed throttle orifices for throttling. Each adjustment requires unloading the hydraulic system, disassembling the hydraulic valve assembly, and then reinstalling it, followed by oil filling and venting, which is very time-consuming. Secondly, when replacing high-precision throttle elements in harsh environments, the hydraulic system is at high risk of contamination. Once contaminated, this adds extra time for a comprehensive cleaning and adjustment of the hydraulic system. Summary of the Invention

[0005] The purpose of this application is to provide a buffer valve assembly and a body anti-bending control device, which can adjust the throttling and damping of the actuator cylinder outlet through an adjustable flow valve without disassembling the hydraulic system. This eliminates the need to prepare throttling plugs of various specifications and diameters, and eliminates the need for repeated disassembly of the valve assembly, replacement of throttling elements, and tedious repetitive work such as unloading, draining, injecting, and adjusting the pressure of the system to adjust the buffer strength.

[0006] To achieve the above objectives, this application adopts the following technical solution.

[0007] On the one hand, a buffer valve assembly is provided, including a valve body and two buffer valve block assemblies installed in the valve body, each of the buffer valve block assemblies including two buffer valve blocks;

[0008] The buffer valve block includes a one-way adjustable flow valve and an overflow valve; the one-way adjustable flow valve has a first flow channel, one end of the first flow channel has a first connector, and the other end has a throttling valve core; the overflow valve has a second flow channel and an overflow valve core.

[0009] The first flow channel is connected to the second flow channel through the third flow channel. One end of the throttle valve core is connected to the first flow channel, and the other end is connected to the first flow channel through the fourth flow channel. The other end of the throttle valve core also abuts against a throttle adjustment rod.

[0010] The throttling valve core is provided with a first connecting hole that connects the first flow channels of two buffer valve blocks in the same buffer valve block group to each other. The overflow valve core is provided with a second connecting hole that connects the second flow channels of two buffer valve blocks in the same buffer valve block group to each other. The second connecting hole is connected to the first connecting hole, and the first connecting hole is connected to the second connector.

[0011] Therefore, the throttling and damping of the actuator cylinder outlet can be adjusted via the throttling rod, eliminating the need for various fixed-diameter throttling plugs and the tedious repetitive work of repeatedly disassembling valve assemblies, replacing throttling elements, unloading the system, draining oil, filling oil, and adjusting pressure to adjust the buffer strength. Furthermore, because the hydraulic system contains hydraulic oil, existing one-way adjustable flow valves can only be adjusted after the hydraulic cylinder is unloaded to prevent valve ejection or high-pressure liquid spraying and injury. The above solution, however, uses a fourth flow channel to equalize the hydraulic pressure at both ends of the valve core. Therefore, only a small force is needed to adjust the throttling gap via the throttling rod, achieving on-load adjustment without unloading the hydraulic cylinder.

[0012] To make the internal structure of the buffer valve block of the buffer valve group compact, preferably, the two buffer valve block groups are arranged in a centrally symmetrical manner, and the two buffer valve blocks in the same buffer valve block group are arranged side by side.

[0013] On the other hand, a vehicle body anti-bending control device is provided, including a first hydraulic cylinder, a second hydraulic cylinder, and the aforementioned buffer valve group; one end of the first hydraulic cylinder and the second hydraulic cylinder are both hinged to the vehicle body, and the other end of both are hinged to the bogie;

[0014] The first hydraulic cylinder includes a first cylinder body, a first piston disposed within the first cylinder body, and a first cavity and a second cavity respectively located on both sides of the first piston; the second hydraulic cylinder includes a second cylinder body, a second piston disposed within the second cylinder body, and a third cavity and a fourth cavity respectively located on both sides of the second piston.

[0015] The first connectors of two buffer valve blocks in one buffer valve block group are respectively connected to the second cavity and the third cavity, and the first connectors of two buffer valve blocks in another buffer valve block group are respectively connected to the first cavity and the fourth cavity.

[0016] This application has at least the following technical effects or advantages:

[0017] 1. The throttling and damping of the actuator cylinder outlet can be adjusted by the throttling adjustment rod. There is no need to prepare throttling plugs of various specifications and fixed diameters. There is no need to repeatedly disassemble the valve group, replace the throttling element, and perform tedious and repetitive work such as unloading, draining, injecting and adjusting the pressure of the system to adjust the buffer strength.

[0018] 2. The fourth flow channel makes the hydraulic pressure at both ends of the throttle valve core equal. Therefore, only a small force is needed to adjust the size of the throttle gap through the throttle adjustment rod, realizing load adjustment without unloading the hydraulic cylinder.

[0019] 3. The internal structure of the buffer valve block of the buffer valve assembly is more compact. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the buffer valve assembly in one embodiment of this application;

[0021] Figure 2 for Figure 1 AA section view;

[0022] Figure 3 This is a schematic diagram illustrating the working principle of a one-way adjustable flow valve in one embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the structure of a vehicle body anti-bending control device in one embodiment of this application. Detailed Implementation

[0024] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0025] Example 1

[0026] See Figure 1 and Figure 2 As shown, a buffer valve assembly includes a valve body 1 and two buffer valve block assemblies installed in the valve body 1. Each buffer valve block assembly includes two buffer valve blocks. The two buffer valve block assemblies are arranged in a centrally symmetrical manner, and the two buffer valve blocks in the same buffer valve block assembly are arranged side by side.

[0027] The buffer valve block includes a one-way adjustable flow valve 2 and a relief valve 3. The one-way adjustable flow valve 2 is formed by connecting a one-way valve and an adjustable flow valve in series. The one-way adjustable flow valve 2 has a first flow channel 41, one end of which has a first connector (pipe connector) 51, and the other end has a throttling valve core 21. The relief valve 3 has a second flow channel 42 and a relief valve core 31.

[0028] The first flow channel 41 is connected to the second flow channel 42 through the third flow channel 43. One end of the throttling valve core 21 is connected to the first flow channel 41, and the other end is connected to the first flow channel 41 through the fourth flow channel 44. The other end of the throttling valve core 21 also abuts against the throttling adjustment rod 22.

[0029] The throttling valve core 21 is provided with a first connecting hole 61 that connects the first flow channels 41 of two buffer valve blocks in the same buffer valve block group to each other. The overflow valve core 31 is provided with a second connecting hole 62 that connects the second flow channels 42 of two buffer valve blocks in the same buffer valve block group to each other. The second connecting hole 62 is connected to the first connecting hole 61, and the first connecting hole 61 is connected to the second connector (pipe connector) 52.

[0030] The working principle of the above-mentioned buffer valve assembly is as follows: Figure 3 As shown, when hydraulic oil enters the buffer valve assembly from the first connector 51, it follows the Z1 route indicated by the arrow, passes through the adjustable throttling gap G, and enters the chamber formed by the cylindrical holes of the throttling valve seat, throttling valve core 21, and buffer valve block. It then flows through the first connecting hole 61 and exits from the second connector 52. At this point, the throttling valve core 21 is subjected to downward pressure from the hydraulic oil within the chamber. During this process, the rapidly flowing oil passes through the adjustable throttling gap G, where friction generates heat to dissipate hydraulic energy and create back pressure.

[0031] Simultaneously, the hydraulic oil entering from the first connector 51 also flows through the fourth channel 44 along the Zp route indicated by the arrow, filling the lower end of the throttle valve core 21. Although this pressurized hydraulic oil does not flow to a specific location, the static pressure transmits static pressure, ensuring that both ends of the throttle valve core 21 are in hydraulic oil of equal pressure. That is, the equal-area annular surfaces at both ends of the throttle valve core 21 bear equal balanced hydraulic pressure, solving the fixed state where one end of the hydraulic component is stressed and the other end is supported, and placing the throttle valve core 21 in a floating, free state. Therefore, when it is necessary to adjust the throttle gap G between the throttle valve seat and the cylindrical hole of the valve body, only a small force is needed to turn the throttle adjustment rod 22, which in turn pushes the throttle valve seat through the throttle valve core 21 to overcome the compression force of the one-way valve spring and make a small displacement, achieving the adjustment purpose. Moreover, this avoids the cumbersome operations of unloading, draining, and refilling the entire hydraulic system due to the need to adjust the damping force. This allows the buffer valve assembly to be adjusted under load without disassembling the hydraulic system during commissioning, and without unloading the system. Even when the hydraulic system is in a buffering state, it can still be adjusted under load.

[0032] like Figure 1 As shown, the hydraulic oil entering from the first connector 51 also enters the parallel relief valve 3 through the third flow channel 43, forming an axial force on the upper end face of the relief valve core 31, which counteracts the spring force on the lower end face of the relief valve core 31. When the system encounters an accidental impact, the pressure of the hydraulic system increases sharply. When the hydraulic pressure on the upper end face of the relief valve core 31 is greater than the spring force on the lower end face, the relief valve 3 opens to overflow, which can limit the maximum damping force in the buffer circuit and avoid damage to the cylinder.

[0033] Example 2

[0034] See Figure 4 A vehicle body anti-bending control device includes a first hydraulic cylinder, a second hydraulic cylinder, and a buffer valve group 10 as described in Embodiment 1. One end of both the first and second hydraulic cylinders is hinged to the vehicle body 8, and the other end is hinged to the bogie 9.

[0035] The first hydraulic cylinder includes a first cylinder body 711, a first piston 712 disposed within the first cylinder body 711, and a first cavity 713 and a second cavity 714 respectively located on both sides of the first piston 712. The second hydraulic cylinder includes a second cylinder body 721, a second piston 722 disposed within the second cylinder body 721, and a third cavity 723 and a fourth cavity 724 respectively located on both sides of the second piston 722.

[0036] In one buffer valve block assembly, the first connectors of the two buffer valve blocks are connected to the second chamber 714 and the third chamber 723, respectively. In another buffer valve block assembly, the first connectors of the two buffer valve blocks are connected to the first chamber 713 and the fourth chamber 724, respectively. The working principle of the vehicle body anti-bending control device can be found in Chinese invention patent application with publication number CN106828528A. This application only improves the valve assembly.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A buffer valve assembly, characterized in that: It includes a valve body and two buffer valve block groups installed in the valve body, each of the buffer valve block groups including two buffer valve blocks; The buffer valve block includes a one-way adjustable flow valve and an overflow valve; the one-way adjustable flow valve has a first flow channel, one end of the first flow channel has a first connector, and the other end has a throttling valve core; the overflow valve has a second flow channel and an overflow valve core. The first flow channel is connected to the second flow channel through the third flow channel. One end of the throttle valve core is connected to the first flow channel, and the other end is connected to the first flow channel through the fourth flow channel. The other end of the throttle valve core also abuts against a throttle adjustment rod. The throttling valve core is provided with a first connecting hole that connects the first flow channels of two buffer valve blocks in the same buffer valve block group to each other. The overflow valve core is provided with a second connecting hole that connects the second flow channels of two buffer valve blocks in the same buffer valve block group to each other. The second connecting hole is connected to the first connecting hole, and the first connecting hole is connected to the second connector.

2. The buffer valve assembly according to claim 1, characterized in that: The two buffer valve block groups are arranged in a centrally symmetrical manner, and the two buffer valve blocks in the same buffer valve block group are arranged side by side.

3. A vehicle body anti-bending control device, characterized in that: It includes a first hydraulic cylinder, a second hydraulic cylinder, and a buffer valve assembly as described in claim 1 or 2; one end of the first hydraulic cylinder and the second hydraulic cylinder are both hinged to the vehicle body, and the other end of the first hydraulic cylinder and the second hydraulic cylinder are both hinged to the bogie; The first hydraulic cylinder includes a first cylinder body, a first piston disposed within the first cylinder body, and a first cavity and a second cavity respectively located on both sides of the first piston; the second hydraulic cylinder includes a second cylinder body, a second piston disposed within the second cylinder body, and a third cavity and a fourth cavity respectively located on both sides of the second piston. The first connectors of two buffer valve blocks in one buffer valve block group are respectively connected to the second cavity and the third cavity, and the first connectors of two buffer valve blocks in another buffer valve block group are respectively connected to the first cavity and the fourth cavity.

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