An automatic adjustable safety valve for a railway locomotive

Abstract

This invention relates to the field of safety valve technology, specifically providing an automatic adjustable safety valve for railway locomotives, used for connection to a hydrostatic system. The automatic adjustable safety valve for railway locomotives includes a valve body, a spool valve assembly, a needle valve assembly, and a shock-absorbing assembly. One end of the valve body is connected to the shock-absorbing assembly. The valve body has an internal cavity, and an oil inlet chamber communicating with the internal cavity is located at the end of the valve body furthest from the shock-absorbing assembly. A first oil outlet chamber is located in the middle of the valve body, and the needle valve assembly is located at the end of the valve body closest to the shock-absorbing assembly. The flow rate of the hydraulic pump in the hydrostatic system is regulated by the needle valve assembly and the spool valve assembly. The first, second, and third oil outlet chambers allow for staged oil discharge and pressure relief, thereby achieving pressure regulation and protecting the components in the hydrostatic system from damage.

Description

Technical Field

[0001] This invention relates to the field of safety valve technology, and more specifically, to an automatic adjustable safety valve for railway locomotives. Background Technology

[0002] Hydrostatic systems are increasingly used in chemical, construction, automotive, and aerospace industries. To ensure the normal operation of these systems, safety valves are essential. A safety valve is a protective valve that automatically opens to release the medium when the pressure exceeds the allowable pressure. As the pressure decreases, the safety valve closes again.

[0003] Currently, in the pipeline control unit of rail vehicles, when the diesel engine in the hydrostatic system starts or accelerates, it causes a brief increase in oil pressure in the high-pressure pipeline of the hydrostatic system to open the safety valve. However, the pressure of the safety valve in the existing technology is basically fixed after adjustment, and the pressure adjustment effect is small. This causes a brief oil pressure shock in the high-pressure pipeline of the hydrostatic system. This shock pressure is several times higher than the normal operating pressure of the system, which will cause great damage to various components of the system, and may even cause the high-pressure hose to burst, making the locomotive unable to continue to operate and causing serious accidents such as "locomotive breakage". Summary of the Invention

[0004] The present invention aims to solve the problem that the brief oil pressure shock in the high-pressure pipeline of the hydrostatic system caused by the start-up or acceleration of the existing diesel engine causes great damage to the various components of the system.

[0005] To address the above problems, the present invention proposes the following technical solution:

[0006] An automatic adjustable safety valve for railway locomotives is provided for connection to a hydrostatic system. The automatic adjustable safety valve includes a valve body, a spool valve assembly, a needle valve assembly, and a shock absorber assembly. One end of the valve body is connected to the shock absorber assembly. The valve body has an internal cavity. An oil inlet chamber communicating with the internal cavity is located on the side wall of the valve body furthest from the shock absorber assembly. A first oil outlet chamber is located on the middle side wall of the valve body. The needle valve assembly is located at the end of the valve body closest to the shock absorber assembly. A second oil outlet chamber is located on the side wall of the valve body facing the needle valve assembly. The first oil outlet chamber is connected to the second oil outlet chamber via a first pipeline. A third oil outlet chamber is located on the shock absorber assembly, and the second oil outlet chamber is connected to the shock absorber assembly via a second pipeline.

[0007] The spool valve assembly includes a spool valve core, which is used to move within the body cavity of the valve body. The spool valve core is provided with a first oil passage, a second oil passage, a first cavity, and a second cavity. The first oil passage is used to connect the oil inlet cavity and the first oil outlet cavity. The first cavity and the second cavity are respectively located at both ends of the spool valve core and are both connected to the body cavity of the valve body. The second oil passage is used to connect between the first cavity and the second cavity, and the second oil passage intersects with and is connected to the first oil passage.

[0008] The present invention provides an automatic adjustable safety valve for railway locomotives, which, compared with the prior art, has the following beneficial effects, but is not limited to:

[0009] During operation, the hydraulic oil from the hydrostatic pump in the hydrostatic system enters the first oil passage from the inlet chamber. The oil then flows through the first and second oil passages into the first and second cavities. The oil then flows through the second cavity into the valve body cavity to act on the needle valve assembly. When the oil pressure inside the valve body cavity exceeds the preset pressure of the automatic adjustable safety valve for railway locomotives, the needle valve assembly opens. Part of the oil in the valve body cavity between the spool valve assembly and the needle valve assembly enters the needle valve assembly and is discharged into the second outlet chamber. Due to the first outlet... The first oil outlet chamber is connected to the second oil outlet chamber via a first pipeline. The second oil outlet chamber is connected to the shock absorber assembly via a second pipeline. The shock absorber assembly is provided with a third oil outlet chamber. Part of the oil discharged into the second oil outlet chamber flows through the first pipeline to the first oil outlet chamber, thus being discharged into the hydrostatic tank of the hydrostatic system. The other part of the oil flows through the second pipeline into the shock absorber assembly, and then through the shock absorber assembly and the third oil outlet chamber into the hydrostatic tank of the hydrostatic system. This causes a decrease in pressure within the second cavity of the spool valve core, leading to the first... The pressure imbalance between the first and second cavities—specifically, the hydraulic pressure at one end of the first cavity being greater than that at one end of the second cavity—causes the spool valve core to gradually move towards the needle valve assembly. During this movement, the inlet chamber, the first oil passage, and the first outlet chamber gradually connect, allowing some of the oil in the first cavity to flow back into the hydrostatic tank. This reduces the pressure in the first cavity, bringing the hydraulic pressure at one end of the first cavity in the valve body closer to equilibrium with that at one end of the second cavity. The flow rate of the hydrostatic pump in the hydrostatic system is regulated by the needle valve assembly and the spool valve assembly. The first, second, and third outlet chambers allow for staged oil discharge and pressure relief, achieving pressure regulation and protecting the components in the hydrostatic system from damage. Furthermore, the shock-absorbing assembly provides a damping effect, reducing the impact of the oil entering the assembly from the second pipeline, further protecting the components in the hydrostatic system from damage.

[0010] Preferably, the needle valve assembly includes a needle valve body and a needle valve core. The needle valve body has a needle valve cavity inside. A first oil port is provided on the side of the needle valve body facing the second cavity of the slide valve assembly. The first oil port is used to connect the inner cavity of the valve body and the inner cavity of the needle valve. The needle valve core is used to move within the inner cavity of the needle valve to block the first oil port.

[0011] A second oil inlet is provided on the side of the needle valve body facing the second oil outlet chamber. The second oil inlet is used to connect the inner cavity of the needle valve with the second oil outlet chamber.

[0012] Preferably, the needle valve assembly further includes a sliding rod, a needle valve spring, a fixing part, and a sliding part. The end of the needle valve body away from the spool valve core is connected to the shock-absorbing assembly, and the end of the needle valve body away from the spool valve core is provided with a needle valve communication hole. The needle valve communication hole is used to connect the inner cavity of the needle valve and the interior of the shock-absorbing assembly. The sliding rod is slidably disposed in the needle valve communication hole, and one end of the sliding rod is located inside the shock-absorbing assembly, while the other end is located in the inner cavity of the needle valve. The end portion of the sliding rod located in the inner cavity of the needle valve is provided with a sliding groove. The valve head of the needle valve core is used to block the first oil inlet, and the valve stem of the needle valve core is slidably disposed in the sliding groove.

[0013] The fixing part is fixed to the end of the valve stem near the valve head, the sliding part is slidably sleeved on the end of the valve stem away from the valve head, and the needle valve spring is connected between the fixing part and the sliding part.

[0014] Preferably, the slide valve assembly further includes a slide valve spring, and a groove is provided on the side of the needle valve body facing the slide valve core. One end of the slide valve spring is installed inside the second cavity, and the other end of the slide valve spring is installed inside the groove.

[0015] Preferably, the slide valve assembly further includes a damping plug with a through-hole. The damping plug is installed in the second oil passage near the second cavity, so that the through-hole connects the second cavity and the second oil passage.

[0016] Preferably, the damping assembly includes a damping housing, a damping valve core, and a damping spring. The damping housing has a first damping inner cavity, a second damping inner cavity, and a damping sliding cavity inside. The first damping inner cavity is located close to the needle valve assembly, and the second damping inner cavity is located away from the needle valve assembly. The damping sliding cavity is used to connect the first damping inner cavity and the second damping inner cavity. The damping valve core is slidably disposed in the damping sliding cavity and moves between the first damping inner cavity and the damping sliding cavity.

[0017] The damping spring is connected between the inner wall of the first damping cavity and the damping valve core; the third oil outlet is connected to the first damping cavity; a damping oil port is provided at one end of the damping housing near the second damping cavity; and the second pipeline is connected to the damping oil port.

[0018] Preferably, the shock-absorbing housing has a mounting hole at one end facing the needle valve body, the needle valve body is inserted into the interior of the first shock-absorbing cavity through the mounting hole, and the shock-absorbing spring is sleeved on the end of the needle valve body located in the first shock-absorbing cavity.

[0019] Preferably, the damping assembly further includes a damping screw and a damping nut. A damping screw hole is provided through the damping valve core. The damping screw is threaded into the damping screw hole, and the damping nut is installed on the damping screw at one end near the second damping inner cavity. The end of the damping screw near the first damping inner cavity is used to abut against the sliding rod.

[0020] Preferably, the automatic adjustable safety valve for railway locomotives further includes a hydrostatic oil tank, the third oil outlet chamber is connected to a third pipeline, and the end of the third pipeline away from the shock absorption assembly is connected to the hydrostatic oil tank; the first oil outlet chamber is used to connect to the hydrostatic oil tank.

[0021] Preferably, the automatic adjustable safety valve for railway locomotives further includes a connector ball valve, which is installed at the second oil outlet and used to connect to the second pipeline. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of the automatic adjustable safety valve for railway locomotives according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic cross-sectional view of an automatic adjustable safety valve for railway locomotives according to an embodiment of the present invention. Figure 1 ;

[0024] Figure 3 This is a schematic cross-sectional view of an automatic adjustable safety valve for railway locomotives according to an embodiment of the present invention. Figure 2 .

[0025] Explanation of reference numerals in the attached figures:

[0026] 1 Valve body, 10 Valve body cavity, 100 Oil inlet chamber, 11 First oil outlet chamber, 12 Second oil outlet chamber, 13 Third oil outlet chamber, 14 First pipeline, 15 Second pipeline, 2 Spool valve assembly, 21 Spool valve core, 22 First oil passage, 23 Second oil passage, 24 First cavity, 25 Second cavity, 26 Spool valve spring, 27 Damping plug, 3 Needle valve assembly, 31 Needle valve body, 310 Needle valve connecting hole, 32 Needle valve cavity, 33 First oil port, 34 Second oil port, 35 needle valve core, 351 valve head, 352 valve stem, 36 sliding rod, 360 sliding groove, 37 needle valve spring, 38 fixing part, 39 sliding part, 4 damping assembly, 41 damping housing, 410 mounting hole, 42 damping valve core, 43 damping spring, 44 first damping inner cavity, 45 second damping inner cavity, 46 damping slide cavity, 47 damping oil port, 48 damping screw, 480 damping screw hole, 49 damping nut, 5 connector ball valve. Detailed Implementation

[0027] The embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this application, but should not be used to limit the scope of this application.

[0028] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0029] It should be noted that in the XYZ coordinate system provided in this article, the positive direction of the X-axis represents the right, and the negative direction of the X-axis represents the left; the positive direction of the Y-axis represents the front, and the negative direction of the Y-axis represents the back; the positive direction of the Z-axis represents the top, and the negative direction of the Z-axis represents the bottom. The meanings of the Z-axis, X-axis, and Y-axis are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0030] See Figures 1-3This invention provides an automatic adjustable safety valve for railway locomotives, used for connection to a hydrostatic system. The automatic adjustable safety valve includes a valve body 1, a spool valve assembly 2, a needle valve assembly 3, and a shock absorber assembly 4. One end of the valve body 1 is connected to the shock absorber assembly 4. The valve body 1 has an internal cavity 10. An oil inlet chamber 100 communicating with the internal cavity 10 is provided on the side wall of the valve body 1 adjacent to the end away from the shock absorber assembly 4. A first oil outlet chamber 11 is provided on the middle side wall of the valve body 1. The needle valve assembly 3 is provided at the end of the valve body 1 near the shock absorber assembly 4. A second oil outlet chamber 12 is provided on the side wall of the valve body 1 facing the needle valve assembly 3. The first oil outlet chamber 11 is connected to the second oil outlet chamber 12 via a first pipe 14. A third oil outlet chamber 13 is provided on the shock absorber assembly 4, and the second oil outlet chamber 12 is connected to the shock absorber assembly 4 via a second pipe 15.

[0031] The slide valve assembly 2 includes a slide valve core 21, which is used to move within the valve body cavity 10. The slide valve core 21 is provided with a first oil passage 22, a second oil passage 23, a first cavity 24, and a second cavity 25. The first oil passage 22 is used to connect the oil inlet cavity 100 and the first oil outlet cavity 11. The first cavity 24 and the second cavity 25 are respectively located at both ends of the slide valve core 21 and are both connected to the valve body cavity 10. The second oil passage 23 is used to connect between the first cavity 24 and the second cavity 25, and the second oil passage 23 intersects with and is connected to the first oil passage 22.

[0032] In this embodiment, during operation, the oil from the hydrostatic pump in the hydrostatic system enters the first oil passage 22 from the oil inlet chamber 100. The oil flows through the first oil passage 22 and the second oil passage 23 into the first cavity 24 and the second cavity 25. The oil flows through the second cavity 25 into the interior of the valve body cavity 10 to act on the needle valve assembly 3. When the oil pressure in the valve body cavity 10 exceeds the preset pressure of the automatic adjustable safety valve for railway locomotives, the needle valve assembly 3 is opened. Part of the oil in the valve body cavity 10 between the slide valve assembly 2 and the needle valve assembly 3 enters the needle valve assembly 3 and is discharged. In the second oil outlet chamber 12; since the first oil outlet chamber 11 is connected to the second oil outlet chamber 12 through the first pipe 14, and the second oil outlet chamber 12 is connected to the shock absorber assembly 4 through the second pipe 15, and the shock absorber assembly 4 is provided with a third oil outlet chamber 13, a portion of the oil discharged into the second oil outlet chamber 12 flows through the first pipe 14 to the first oil outlet chamber 11, thereby being discharged into the hydrostatic oil tank in the hydrostatic system, and another portion of the oil flows through the second pipe 15 into the shock absorber assembly 4, and then through the shock absorber assembly 4 and the third oil outlet chamber 13 into the hydrostatic oil tank in the hydrostatic system, thereby causing the spool valve core 21 to... The pressure in the second cavity 25 decreases, causing a pressure imbalance between the first cavity 24 and the second cavity 25, i.e., the hydraulic pressure at one end of the first cavity 24 is greater than the hydraulic pressure at one end of the second cavity 25. Consequently, under this hydraulic pressure, the spool valve core 21 gradually moves towards the needle valve assembly 3. During this movement, the inlet chamber 100, the first oil passage 22, and the first outlet chamber 11 gradually connect. A portion of the oil in the first cavity 24 flows back to the hydrostatic tank from the first outlet chamber 11, further reducing the pressure in the first cavity 24 and causing the first cavity 25 in the valve body cavity 10 to... The hydraulic pressure at one end of cavity 24 and the hydraulic pressure at one end of the second cavity 25 tend to be balanced. The flow rate of the hydraulic pump in the hydrostatic system is regulated by the needle valve assembly 3 and the slide valve assembly 2. The first oil outlet cavity 11, the second oil outlet cavity 12, and the third oil outlet cavity 13 are configured to discharge oil and relieve pressure in stages, thereby achieving pressure regulation and protecting the components in the hydrostatic system from damage. Furthermore, the shock absorber assembly 4 has a damping and buffering function, which helps reduce the impact of the oil entering the shock absorber assembly 4 from the second pipeline 15, thus further protecting the components in the hydrostatic system from damage.

[0033] Specifically, an annular groove is provided on the side wall of the spool valve core 21, and the two ends of the first oil passage 22 are respectively connected to the annular groove, and the width of the annular groove is greater than the width of the first oil passage 22.

[0034] In this embodiment, the pressure in the second cavity 25 decreases. Due to the pressure imbalance between the first cavity 24 and the second cavity 25 of the spool valve core 21, the oil in the first cavity 24 causes the spool valve core 21 to gradually move towards the second cavity 25. During this movement, the oil inlet cavity 100 gradually connects with the annular groove, and the first oil outlet cavity 11 also connects with the annular groove. The first oil passage 22 connects with the annular groove, thereby connecting the oil inlet cavity 100, the first oil passage 22, and the first oil outlet cavity 11. A portion of the oil in the first cavity 24 and a portion of the oil in the oil inlet cavity 100 can flow back into the hydrostatic oil tank from the first oil passage 22 and the first oil outlet cavity 11, thereby reducing the pressure in the first cavity 24. This serves to regulate pressure and protect the components in the hydrostatic system from damage.

[0035] See Figure 3 Preferably, the needle valve assembly 3 includes a needle valve body 31 and a needle valve core 35. The needle valve body 31 has a needle valve inner cavity 32 inside. A first oil port 33 is provided on the side of the needle valve body 31 facing the second cavity 25 of the slide valve assembly 2. The first oil port 33 is used to connect the inner cavity 10 of the valve body and the inner cavity 32 of the needle valve. The needle valve core 35 is used to move within the inner cavity 32 of the needle valve to block the first oil port 33.

[0036] A second oil inlet 34 is provided on the side of the needle valve body 31 facing the second oil outlet chamber 12. The second oil inlet 34 is used to connect the needle valve inner cavity 32 with the second oil outlet chamber 12.

[0037] In this embodiment, when the oil pressure inside the valve body cavity 10 exceeds the preset pressure of the automatic adjustable safety valve for railway locomotives, the needle valve assembly 3 is opened. The oil in the valve body cavity 10 between the slide valve assembly 2 and the needle valve assembly 3 enters the needle valve cavity 32 of the needle valve assembly 3 from the first oil inlet 33 on the needle valve body 31, and then is discharged into the second oil outlet cavity 12 from the second oil inlet 34. The needle valve assembly 3 is configured to limit the oil pressure inside the valve body cavity 10. The needle valve assembly 3 will only open when the oil pressure inside the valve body cavity 10 exceeds the pressure that the needle valve assembly 3 can withstand, i.e., the preset pressure of the automatic adjustable safety valve for railway locomotives.

[0038] See Figure 3 Preferably, the needle valve assembly 3 further includes a needle valve core 35, a sliding rod 36, a needle valve spring 37, a fixing part 38, and a sliding part 39. The end of the needle valve body 31 away from the sliding valve core 21 is connected to the shock-absorbing assembly 4, and the end of the needle valve body 31 away from the sliding valve core 21 is provided with a needle valve connecting hole 310. The needle valve connecting hole 310 is used to connect the needle valve inner cavity 32 and the interior of the shock-absorbing assembly 4. The sliding rod 36 is slidably disposed in the needle valve connecting hole 310, and one end of the sliding rod 36 is located inside the shock-absorbing assembly 4, and the other end is located in the needle valve inner cavity 32. The end portion of the sliding rod 36 located in the needle valve inner cavity 32 is provided with a sliding groove 360. The valve head 351 of the needle valve core 35 is used to block the first oil inlet 33, and the valve stem 352 of the needle valve core 35 is slidably disposed in the sliding groove 360.

[0039] The fixing part 38 is fixed to the end of the needle valve core 35 near the valve head 351, the sliding part 39 is slidably sleeved on the end of the needle valve core 35 away from the valve head 351, and the needle valve spring 37 is connected between the fixing part 38 and the sliding part 39.

[0040] Specifically, the needle valve assembly 3 also includes a needle valve nut, and the needle valve nut is connected to one end of the needle valve body 31 that is inserted into the shock absorption assembly 4. The needle valve nut and the needle valve body 31 are connected to the shock absorption assembly 4.

[0041] In this embodiment, under normal conditions, the needle valve core 35 is abutted by the needle valve spring 37, causing the valve head 351 of the needle valve core 35 to block the first oil inlet 33. When the oil pressure in the valve body cavity 10 exceeds the preset pressure of the automatic adjustable safety valve for railway locomotives, the oil in the valve body cavity 10 pushes the valve head 351 of the needle valve core 35 open from the first oil inlet 33, thereby pushing the needle valve core 35 towards the end closer to the shock absorption assembly 4. When the needle valve core 35 moves, the fixing part 38 moves with the needle valve core 35, the sliding part 39 is restricted by the inner wall of the needle valve cavity 32 and cannot move, and the valve stem 352 of the needle valve core 35 slides through the sliding part 39 and moves into the sliding groove 360. At this time, the fixing part 38... The 8 and the sliding part 39 cooperate to compress the needle valve spring 37, and the valve stem 352 of the needle valve core 35 moves into the sliding groove 360, so that the first oil port 33 is opened. The oil in the valve body cavity 10 enters the needle valve cavity 32 in the needle valve assembly 3 from the first oil port 33 on the needle valve body 31, and then is discharged into the second oil outlet cavity 12 from the second oil port 34. The needle valve spring 37 is arranged to abut against the needle valve core 35, so that the needle valve assembly 3 will only open when the oil pressure in the valve body cavity 10 exceeds the pressure that the needle valve assembly 3 can withstand, that is, the preset pressure of the automatic adjustable safety valve for railway locomotives. When the oil pressure decreases, the needle valve core 35 is reset by the reset force of the needle valve spring 37 to block the first oil port 33.

[0042] See Figure 2 Preferably, the slide valve assembly 2 further includes a slide valve spring 26. A groove is provided on the side of the needle valve body 31 facing the slide valve core 21. One end of the slide valve spring 26 is installed inside the second cavity 25, and the other end of the slide valve spring 26 is installed inside the groove.

[0043] In this embodiment, one end of the slide valve spring 26 is installed inside the second cavity 25, and the other end of the slide valve spring 26 is installed inside the groove. This structure helps to ensure the stability of the slide valve spring 26 installed between the slide valve core 21 and the needle valve body 31. The slide valve spring 26 is used to limit the movement of the slide valve core 21 on the one hand, and on the other hand, when the pressure inside the first cavity 24 and the second cavity 25 is balanced, the slide valve spring 26 pushes the slide valve core 21 to reset.

[0044] See Figure 2Preferably, the slide valve assembly 2 further includes a damping plug 27, on which a flow hole is provided. The damping plug 27 is installed in the second oil passage 23 at one end near the second cavity 25, so that the flow hole connects the second cavity 25 and the second oil passage 23.

[0045] In this embodiment, the damping plug 27 is configured to control the flow rate of the oil entering the second cavity 25, so as to reduce the impact of the oil.

[0046] See Figure 3 Preferably, the shock-absorbing assembly 4 includes a shock-absorbing housing 41, a shock-absorbing valve core 42, and a shock-absorbing spring 43. The shock-absorbing housing 41 has a first shock-absorbing inner cavity 44, a second shock-absorbing inner cavity 45, and a shock-absorbing sliding cavity 46 inside. The first shock-absorbing inner cavity 44 is located close to the needle valve assembly 3, and the second shock-absorbing inner cavity 45 is located away from the needle valve assembly 3. The shock-absorbing sliding cavity 46 is used to connect the first shock-absorbing inner cavity 44 and the second shock-absorbing inner cavity 45. The shock-absorbing valve core 42 is slidably disposed in the shock-absorbing sliding cavity 46 and moves between the first shock-absorbing inner cavity 44 and the shock-absorbing sliding cavity 46. The shock-absorbing spring 43 is connected between the inner wall of the first shock-absorbing inner cavity 44 and the shock-absorbing valve core 42. The third oil outlet cavity 13 is connected to the first shock-absorbing inner cavity 44. A shock-absorbing oil port 47 is provided at one end of the shock-absorbing housing 41 near the second shock-absorbing inner cavity 45, and the second pipeline 15 is connected to the shock-absorbing oil port 47.

[0047] In this embodiment, a portion of the oil discharged into the second oil outlet chamber 12 flows into the interior of the damping housing 41 of the damping assembly 4 through the second pipeline 15 and the damping oil port 47. The oil axis enters the interior of the second damping inner cavity 45 and pushes the damping valve core 42 to act on the damping spring 43 and move towards the first damping inner cavity 44, so that the oil flows from the damping slide cavity 46 to the first damping inner cavity 44. During this process, the damping valve core 42 and the damping spring 43 cooperate with each other to dampen the impact of the oil, reducing the damage to the components caused by the oil impact. Afterward, the oil flows into the hydrostatic oil tank through the third oil outlet chamber 13, thereby causing the pressure in the second cavity 25 of the slide valve core 21 to drop.

[0048] See Figure 3 Preferably, the shock-absorbing housing 41 has a mounting hole 410 at one end facing the needle valve body 31, the needle valve body 31 is inserted into the interior of the first shock-absorbing inner cavity 44 through the mounting hole 410, and the shock-absorbing spring 43 is sleeved on one end of the needle valve body 31 located in the first shock-absorbing inner cavity 44.

[0049] In this embodiment, the position of the damping spring 43 is such that the oil axis enters the interior of the second damping cavity 45 to push the damping valve core 42 to squeeze the damping spring 43 and move towards the first damping cavity 44. When the oil is not loaded into the damping housing 41, the damping spring 43 pushes the damping valve core 42 to reset.

[0050] In other embodiments, the damping spring 43 may also be disposed inside the second damping cavity 45. One end of the damping spring 43 is connected to the inner wall of the second damping cavity 45, and the other end of the damping spring 43 is connected to the damping valve core 42. The oil axis enters the interior of the second damping cavity 45 to push the damping valve core 42 to stretch the damping spring 43 and move towards the first damping cavity 44. When the oil is not loaded into the damping housing 41, the damping spring 43 resets to pull the damping valve core 42 back to its original position.

[0051] See Figure 3 Preferably, the shock absorption assembly 4 further includes a shock absorption screw 48 and a shock absorption nut 49. A shock absorption screw hole 480 is provided through the shock absorption valve core 42. The shock absorption screw 48 is threaded into the shock absorption screw hole 480, and the shock absorption nut 49 is installed on the end of the shock absorption screw 48 near the second shock absorption inner cavity 45. The end of the shock absorption screw 48 near the first shock absorption inner cavity 44 is used to abut against the sliding rod 36.

[0052] In this embodiment, the oil axis enters the interior of the second damping cavity 45 to push the damping valve core 42 to squeeze the damping spring 43 and move towards the first damping cavity 44. At the same time, the damping screw 48 pushes the sliding rod 36 towards the needle valve cavity 32. This structure has a buffering effect on the oil entering the first damping cavity 44, which helps to further reduce the impact of the oil and improve the damping effect.

[0053] Preferably, the automatic adjustable safety valve for railway locomotives further includes a hydrostatic oil tank, the third oil outlet chamber 13 is connected to a third pipeline, and the end of the third pipeline away from the shock absorber 4 is connected to the hydrostatic oil tank; the first oil outlet chamber 11 is used to connect to the hydrostatic oil tank.

[0054] See Figures 2-3 Preferably, the automatic adjustable safety valve for railway locomotives further includes a connector ball valve 5, which is installed at the second oil outlet chamber 12 and used to connect to the second pipeline 15.

[0055] In this embodiment, the ball valve 5 is provided to help regulate the flow rate of oil entering the second pipeline 15 according to the actual situation.

[0056] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. An automatically adjustable safety valve for railway locomotives, used for connection to a hydrostatic system, characterized in that, The automatic adjustable safety valve for railway locomotives includes a valve body (1), a slide valve assembly (2), a needle valve assembly (3), and a shock-absorbing assembly (4). One end of the valve body (1) is connected to the shock-absorbing assembly (4). The valve body (1) has an internal cavity (10). An oil inlet chamber (100) communicating with the internal cavity (10) is provided on the side wall of the valve body (1) away from the shock-absorbing assembly (4). A first oil outlet chamber (100) is provided on the middle side wall of the valve body (1). 1) The valve body (1) is provided with a needle valve assembly (3) at one end near the shock absorber assembly (4). The valve body (1) is provided with a second oil outlet chamber (12) on the side wall facing the needle valve assembly (3). The first oil outlet chamber (11) is connected to the second oil outlet chamber (12) through a first pipeline (14). The shock absorber assembly (4) is provided with a third oil outlet chamber (13). The second oil outlet chamber (12) is connected to the shock absorber assembly (4) through a second pipeline (15). The slide valve assembly (2) includes a slide valve core (21), which is used to move within the valve body cavity (10). The slide valve core (21) is provided with a first oil passage (22), a second oil passage (23), a first cavity (24), and a second cavity (25). The first oil passage (22) is used to connect the oil inlet cavity (100) and the first oil outlet cavity (11). The first cavity (24) and the second cavity (25) are respectively located at both ends of the slide valve core (21) and are both connected to the valve body cavity (10). The second oil passage (23) is used to connect between the first cavity (24) and the second cavity (25), and the second oil passage (23) intersects with and is connected to the first oil passage (22). The needle valve assembly (3) includes a needle valve body (31) and a needle valve core (35). The needle valve body (31) has a needle valve cavity (32) inside. A first oil port (33) is provided on the side of the needle valve body (31) facing the second cavity (25) of the slide valve assembly (2). The first oil port (33) is used to connect the inner cavity (10) of the valve body and the inner cavity (32) of the needle valve. The needle valve core (35) is used to move within the inner cavity (32) of the needle valve to block the first oil port (33). The needle valve body (31) is provided with a second oil port (34) on the side facing the second oil outlet chamber (12). The second oil port (34) is used to connect the needle valve inner cavity (32) and the second oil outlet chamber (12). The shock absorption assembly (4) includes a shock absorption housing (41), a shock absorption valve core (42), and a shock absorption spring (43). The shock absorption housing (41) is provided with a first shock absorption inner cavity (44), a second shock absorption inner cavity (45), and a shock absorption sliding cavity (46). The first shock absorption inner cavity (44) is located close to the needle valve assembly (3), and the second shock absorption inner cavity (45) is located away from the needle valve assembly (3). The shock absorption sliding cavity (46) is used to connect the first shock absorption inner cavity (44) and the second shock absorption inner cavity (45). The shock absorption valve core (42) is slidably disposed in the shock absorption sliding cavity (46) and moves between the first shock absorption inner cavity (44) and the shock absorption sliding cavity (46). The damping spring (43) is connected between the inner wall of the first damping inner cavity (44) and the damping valve core (42); the third oil outlet (13) is connected to the first damping inner cavity (44); the damping housing (41) is provided with a damping oil port (47) at one end near the second damping inner cavity (45); and the second pipeline (15) is connected to the damping oil port (47).

2. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, The needle valve assembly (3) further includes a sliding rod (36), a needle valve spring (37), a fixing part (38), and a sliding part (39). The end of the needle valve body (31) away from the sliding valve core (21) is connected to the shock absorption assembly (4), and the end of the needle valve body (31) away from the sliding valve core (21) is provided with a needle valve connecting hole (310). The needle valve connecting hole (310) is used to connect the needle valve cavity (32) and the interior of the shock absorption assembly (4). The sliding rod (36) 6) The sliding rod (36) is slidably disposed in the needle valve connecting hole (310), and one end of the sliding rod (36) is located inside the shock absorption assembly (4), and the other end is located in the needle valve cavity (32); the portion of the sliding rod (36) located in the needle valve cavity (32) is provided with a sliding groove (360), the valve head (351) of the needle valve core (35) is used to block the first oil inlet (33), and the valve stem (352) of the needle valve core (35) is slidably disposed in the sliding groove (360); The fixing part (38) is fixed to one end of the valve stem (352) near the valve head (351), the sliding part (39) is slidably sleeved on one end of the valve stem (352) away from the valve head (351), and the needle valve spring (37) is connected between the fixing part (38) and the sliding part (39).

3. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, The slide valve assembly (2) also includes a slide valve spring (26). A groove is provided on the side of the needle valve body (31) facing the slide valve core (21). One end of the slide valve spring (26) is installed inside the second cavity (25), and the other end of the slide valve spring (26) is installed inside the groove.

4. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, The slide valve assembly (2) further includes a damping plug (27), on which a flow hole is provided. The damping plug (27) is installed in the second oil passage (23) at one end near the second cavity (25) so that the flow hole connects the second cavity (25) and the second oil passage (23).

5. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, The shock-absorbing housing (41) has a mounting hole (410) at one end facing the needle valve body (31). The needle valve body (31) is inserted into the interior of the first shock-absorbing cavity (44) through the mounting hole (410). The shock-absorbing spring (43) is sleeved on one end of the needle valve body (31) located in the first shock-absorbing cavity (44).

6. The automatic adjustable safety valve for railway locomotives according to claim 5, characterized in that, The shock-absorbing assembly (4) further includes a shock-absorbing screw (48) and a shock-absorbing nut (49). A shock-absorbing screw hole (480) is provided through the shock-absorbing valve core (42). The shock-absorbing screw (48) is threaded into the shock-absorbing screw hole (480), and the shock-absorbing nut (49) is installed on the end of the shock-absorbing screw (48) near the second shock-absorbing inner cavity (45). The end of the shock-absorbing screw (48) near the first shock-absorbing inner cavity (44) is used to abut against the sliding rod (36).

7. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, It also includes a hydrostatic oil tank, the third oil outlet chamber (13) is connected to a third pipeline, and the end of the third pipeline away from the shock absorber (4) is connected to the hydrostatic oil tank; the first oil outlet chamber (11) is used to connect to the hydrostatic oil tank.

8. The automatic adjustable safety valve for railway locomotives according to claim 1, characterized in that, It also includes a connector ball valve (5), which is installed at the second oil outlet chamber (12) and used to connect to the second pipeline (15).

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