A control cylinder and rail vehicle steering control system

Abstract

The application discloses a kind of control oil cylinder and rail vehicle steering control system, control oil cylinder includes cylinder barrel and the piston being arranged in cylinder barrel, the both ends of the cylinder barrel are respectively provided with first outer end cap and second outer end cap;The first piston rod is equipped on the side end of the piston close to second outer end cap, and the outer end of first piston rod penetrates second outer end cap and is slidably sealed with second outer end cap;Its structural features are: the side end of the piston close to second outer end cap is also equipped with second telescopic component, and the other side end of piston is equipped with first telescopic component, and first telescopic component and second telescopic component are arranged in cylinder barrel.Control oil cylinder of the application solves the technical problem that strong hard impact occurs when piston moves to both ends.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit vehicles, and particularly relates to a control oil cylinder and a rail vehicle steering control system. BACKGROUND

[0002] The traffic route on which the tramcar vehicle runs has the characteristics of many sections, small station spacing, frequent train running acceleration and deceleration, large train departure density, large passenger flow density, small curve radius, and many types of track bed, and thus has high requirements on the small curve passing performance of the vehicle when running and the lateral stability when running at high speed. The tramcar vehicle with a centrally-mounted bogie is limited by the rotation constraint between the bogie and the vehicle body when passing through a small-radius curve, because the distance from the hinge point between the vehicle bodies to the rotation center of the bogie is relatively long. In particular, when the vehicle needs to be rescued due to a fault, derailment is likely to occur when the vehicle is towed on a curve or a poor track. Therefore, the tramcar vehicle is usually configured with a hydraulic control system for steering, which buffers and absorbs the impact and vibration when passing through a small curve, a turnout, or running at high speed, and enhances the stability when passing through a small curve and running at high speed. However, when the piston of the control oil cylinder moves to the two ends of the cylinder, a strong hard impact phenomenon occurs, which makes the passenger comfort poor, and may also damage the hydraulic elements, and even cause the vehicle body to exceed the limit due to the large inertia.

[0003] Chinese patent application publication No. CN104595278A discloses a hydraulic buffer oil cylinder, which comprises a cylinder body, a cylinder head arranged at one end of the cylinder body, a guide sleeve arranged in the cylinder body, a piston rod, and a piston. The cylinder body is provided with a plurality of oil holes at the two ends, and a plurality of dampers are arranged in the oil holes. The hydraulic buffer oil cylinder effectively prevents or reduces the impact caused by the inertial force when the piston moves to the two ends, improves the application range of the buffer oil cylinder, and has a simple overall structure, is convenient to replace and maintain, and reduces the processing and manufacturing cost of the oil cylinder. However, this hydraulic buffer oil cylinder cannot solve the technical problem of strong hard impact when the piston moves to the two ends of the cylinder. SUMMARY

[0004] In view of the existing problems and the deficiencies of the prior art, the present application provides a control oil cylinder and a rail vehicle steering control system, which can solve the technical problem of strong hard impact when the piston moves to the two ends.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the present application is as follows:

[0006] The camshaft is an axially traversing piston rod of the oil pump, and the camshaft is actuated by a spring, and the camshaft is engaged with the piston rod and the piston rod and the camshaft are engaged with the piston rod and the camshaft.

[0007] When the control cylinder is in use, when the first piston rod, under the action of an external force, pushes the piston to approach the first outer end cap, the outer end of the first telescopic assembly elastically contacts the inner sidewall of the first outer end cap. As the distance between the piston and the first outer end cap decreases, the length of the first telescopic assembly gradually decreases along the length of the cylinder barrel. When the first telescopic assembly is separated from the first outer end cap, the first telescopic assembly returns to its original length under its own elastic force. When the first piston rod, under the action of an external force, pushes the piston to approach the second outer end cap, the outer end of the second telescopic assembly elastically contacts the inner sidewall of the second outer end cap. As the distance between the piston and the second outer end cap decreases, the length of the second telescopic assembly gradually decreases along the length of the cylinder barrel. When the second telescopic assembly is separated from the second outer end cap, the second telescopic assembly returns to its original length under its own elastic force. By arranging the first and second telescopic assemblies to balance the axial force transmitted by the piston, the force transmission between the piston and the first and second outer end caps is a linear process, thus preventing strong hard impact when the piston moves to either end.

[0008] Preferably, the first telescopic assembly includes a first telescopic portion and a second telescopic portion, both of which are fixedly connected to the end of the piston. When no external force is applied, the length of the first telescopic portion along the length of the cylinder body is greater than the length of the second telescopic portion. When the first telescopic assembly approaches the first outer end cap, the outer end of the first telescopic portion first contacts the first outer end cap, and after a period of time, the outer end of the second telescopic portion contacts the first outer end cap, thereby achieving a graded force transmission between the piston and the outer end cap.

[0009] Preferably, the first telescopic portion and the second telescopic portion are provided in plurality, and the plurality of first telescopic portions and the second telescopic portions are respectively symmetrically arranged about the center of the piston end. Providing the plurality of first telescopic portions and the second telescopic portions makes the contact between the telescopic assembly and the outer end more stable.

[0010] Preferably, the first telescopic part comprises a first end cover, a first elastic component and a first plunger, the first end cover is internally provided with a first cavity; one end of the first end cover is connected with the piston, and the other end is clamped with the first plunger; the first elastic component is arranged in the first cavity, one end of the first elastic component is connected with the piston, and the other end is connected with the first plunger; the outer end of the first plunger penetrates the first end cover under the elastic force of the first elastic component, and extends to the outside of the first end cover, and a gap is arranged between the side wall of the first plunger and the end of the first end cover. By arranging the gap between the first plunger and the end of the first end cover, when the hydraulic oil in the first cavity is extruded through the gap, due to the damping effect of the narrow gap and the heat generated by friction, most of the inertia energy in the impact process is consumed. When the control cylinder is used on a rail vehicle, when the control cylinder absorbs oil, due to the gap, a certain volume of hydraulic oil is sucked into the first cavity, this short oil suction process delays the transmission of force and energy to the corresponding chamber, which can delay the impact of the piston rod connected with the bogie and has a buffering effect. When the control cylinder discharges oil, due to the gap, the hydraulic oil in the first cavity is extruded, which is also a process of pressurizing the oil discharge chamber of the control cylinder, and at the same time, the impact pressure of the oil inlet chamber of the oil cylinder is balanced. In addition, the discharge of the hydraulic oil in the first cavity will rapidly increase the excess flow of the external throttle valve, increase the back pressure of the circuit, make the throttle valve generate greater damping force, consume more hydraulic energy, and thus control the moving speed of the moving element.

[0011] Preferably, the second telescopic part comprises a second end cover, a second elastic component and a second plunger, the second end cover is internally provided with a second cavity; one end of the second end cover is connected with the piston, and the other end is clamped with the first plunger; the second elastic component is arranged in the second cavity, one end of the second elastic component is connected with the piston, and the other end is fixedly connected with the second plunger; the outer end of the second plunger penetrates the second end cover under the elastic force of the second elastic component and extends to the outside of the second end cover, and a gap is arranged between the side wall of the second plunger and the end of the second end cover. By arranging the gap between the second plunger and the end of the second end cover, when the hydraulic oil in the second cavity is extruded through the gap, most of the inertia energy in the impact process is consumed due to the damping effect of the narrow gap and the heat generated by friction. When the control cylinder is used on a rail vehicle, when the control cylinder absorbs oil, due to the gap, a certain volume of hydraulic oil is sucked into the second cavity, and this short oil suction process delays the transmission of force and energy to the corresponding chamber, which can delay the impact of the piston rod connected with the bogie and has a buffering effect. When the control cylinder discharges oil, due to the gap, the hydraulic oil in the second cavity is extruded, which is also a process of pressurizing the oil discharge chamber of the control cylinder, and at the same time, the impact pressure of the oil inlet chamber of the oil cylinder is balanced. In addition, the discharge of the hydraulic oil in the second cavity will rapidly increase the excess flow of the external throttle valve, increase the back pressure of the circuit, make the throttle valve generate greater damping force, consume more hydraulic energy, and thus control the moving speed of the moving element.

[0012] Specifically, the first end cover and the second end cover and the first elastic component and the second elastic component are respectively the same structure, and when no external force is applied, the length of the first plunger elongated to the outside of the first end cover is greater than the length of the second plunger elongated to the outside of the second end cover.

[0013] Specifically, along the length direction of the oil cylinder barrel, the length of the first cavity is greater than or equal to the length of the first plunger, and the length of the second cavity is greater than or equal to the length of the second plunger. When the first plunger moves into the first cavity, the first plunger can completely enter the first cavity. When the second plunger moves into the second cavity, the second plunger can completely enter the second cavity.

[0014] Preferably, the first telescopic assembly and the second telescopic assembly are the same structure; preferably, the first telescopic assembly and the second telescopic assembly are symmetrically arranged about the piston.

[0015] Preferably, the piston is provided with a second piston rod at the side end close to the first outer end cover, the outer end of the second piston rod penetrates the first outer end cover and is in sliding sealing connection with the first outer end cover, the cross-sectional area of the second piston rod is equal to that of the first piston rod; preferably, the oil cylinder barrel, the second piston rod and the first piston rod are collinear along the length direction. The second piston rod is added to the traditional rodless cavity end, the second piston rod does not bear the thrust and the pull, and the two cavities of the control oil cylinder have equal cross-sectional areas. The control oil cylinder is used on a railway vehicle, and equal speed and equal buffer strength can be realized when the control oil cylinder acts, thus providing the same comfort for the left and right steering of the railway vehicle.

[0016] Preferably, the outer side of the first outer end cover is provided with an oil cylinder fixing end, the oil cylinder fixing end is internally provided with a cavity, the second piston rod penetrates the first outer end cover and extends into the cavity; a sheath is sleeved on the second outer end cover, one end of the sheath is in sliding connection with the second outer end cover, and the other end extends to the outer side of the oil cylinder barrel and is fixedly connected with the outer end of the first piston rod; preferably, along the length direction of the oil cylinder barrel, the length of the cavity is greater than or equal to the length of the second piston rod, and the length of the sheath is greater than or equal to the length of the first piston rod. The cavity and the sheath are arranged to protect the second piston rod and the first piston rod, and the service life of the control oil cylinder can be improved.

[0017] Based on the same inventive concept, the present application further provides a railway vehicle steering control system, comprising a bogie and a vehicle body: the bogie is provided with the control oil cylinder as described above at both ends along the length direction of the track, the outer ends of the two first piston rods are respectively hingedly connected with the two end portions of the bogie, and the two first outer end covers are respectively hingedly connected with the vehicle body; the two oil cylinder barrels are respectively connected and communicated with each other through a first pipeline and a second pipeline between the oil port pipe connectors through which the hydraulic oil flows in the same direction, the first pipeline is connected and communicated with the corresponding pipeline on the adjacent vehicle body through a first hydraulic pipeline, and the second pipeline is connected and communicated with the corresponding pipeline on the adjacent vehicle body through a second hydraulic pipeline; preferably, the two control oil cylinders are arranged on the same side of the bogie and are arranged in parallel. When the control oil cylinders act, the hydraulic oil in one of the two cavities of the control oil cylinders flows out through the first pipeline and flows into the corresponding control oil cylinder on the adjacent vehicle body through the first hydraulic pipeline. The hydraulic oil in the other cavity of the two control oil cylinders flows in through the second pipeline, and the flowing-in hydraulic oil comes from the corresponding control oil cylinder on the adjacent vehicle body, and the hydraulic oil in the control oil cylinders on the adjacent vehicle bodies flows through the hydraulic pipelines. When the piston moves to the two end portions of the oil cylinder barrel, the first telescopic assembly and the second telescopic assembly in the control oil cylinder play a buffering and vibration-absorbing protection role for the railway vehicle, thus reducing the phenomenon of strong hard impact and improving the comfort of passengers.

[0018] Specifically, the first pipeline and the second pipeline are each provided with two first throttles, and the first hydraulic pipeline is arranged between the two first throttles; the second pipeline is provided with two second throttles, and the second hydraulic pipeline is arranged between the two second throttles; preferably, the vehicle body is provided with a throttle block, and the two first throttles and the two second throttles are arranged in the throttle block. The first throttle and the second throttle are unidirectionally adjustable, and the first throttle and the second throttle consume hydraulic energy when the high-speed flow of the hydraulic circuit is adjusted. When the piston moves to the middle section of the cylinder barrel, the first throttle and the second throttle can play a buffering and shock-absorbing protection role. When the piston moves to the two ends of the cylinder barrel, the first telescopic assembly, the second telescopic assembly, the first throttle and the second throttle in the control cylinder jointly play a buffering and shock-absorbing protection role on the rail vehicle, so that the two chambers of the cylinder barrel are completely controlled and protected when oil is in and out.

[0019] Compared with the prior art, the control cylinder and the rail vehicle steering control system provided by the application have the following advantages:

[0020] 1. The rail vehicle steering control system of the application protects the hydraulic pressure through throttles and a control cylinder. When the piston of the control cylinder moves to the middle section of the cylinder barrel, the throttles play a protection role. When the piston of the control cylinder moves to the two end covers, the first telescopic assembly, the second telescopic assembly and the throttles in the control cylinder jointly play a protection role, so that the two chambers of the control cylinder are completely controlled and protected when oil is in and out.

[0021] 2. The rail vehicle steering control system of the application is provided with a first telescopic part and a second telescopic part with different lengths in the control cylinder, and differential buffering is realized through the first plunger and the second plunger, so that the deceleration is more stable.

[0022] 3. The rail vehicle steering control system of the application is provided with a first telescopic part and a second telescopic part, which bear the thrust from the piston in a linear growth manner, so that the force energy of the hydraulic system can be balanced, the sudden impact of the piston on the outer end cover is reduced, and the risk of out-of-limit operation of the vehicle body is avoided.

[0023] 4. The rail vehicle steering control system of the application is provided with a first plunger and a second plunger, which are each provided with a gap with the corresponding end cover, so that a certain volume of hydraulic oil is sucked into the first cavity and the second cavity. This short oil suction process delays the transmission of force energy by the corresponding chamber, delays the impact transmitted by the piston rod hinged to the bogie, and plays a buffering role.

[0024] 5. The rail vehicle steering control system of the present application, when the control cylinder is drained, the hydraulic oil in the first cavity and the second cavity is extruded, which is also the process of pressurizing the control cylinder drain chamber, and at the same time, the impact pressure of the control cylinder inlet chamber is balanced; in addition, the extruded hydraulic oil loads the throttle valve with greater back pressure, and the throttling effect is more significant. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is a control cylinder structure schematic diagram of the embodiment 1 of the present application;

[0026] Figure 2 is Figure 1 the piston moves to the leftmost side of the cylinder barrel structure schematic diagram;

[0027] Figure 3 is Figure 1 the piston moves to the rightmost side of the cylinder barrel structure schematic diagram;

[0028] Figure 4 is Figure 2 A-A section structure schematic diagram of the embodiment 1 of the present application;

[0029] Figure 5 is Figure 3 the left view structure schematic diagram of the embodiment 1 of the present application;

[0030] Figure 6 is Figure 3 the enlarged structure schematic diagram of B in the embodiment 1 of the present application;

[0031] Figure 7 is a structure schematic diagram of the rail vehicle steering control system of the present application;

[0032] Figure 8 is a first telescopic assembly and a second telescopic assembly structure schematic diagram of the control cylinder of the embodiment 2 of the present application;

[0033] Figure 9 is Figure 8 the relationship between the bearing capacity and the deformation of the elastic component in the telescopic assembly;

[0034] Figure 10 is a first telescopic assembly and a second telescopic assembly structure schematic diagram of the control cylinder of the embodiment 3 of the present application.

[0035] in the figure

[0036] 1-fixed end of the oil cylinder; 101-cavity; 2-first outer end cover; 3-oil cylinder body; 4-first telescopic assembly; 41-first telescopic part; 411-first end cover; 412-first elastic component; 413-first plunger; 414-first cavity; 42-second telescopic part; 421-second end cover; 422-second elastic component; 423-second plunger; 424-second cavity; 5-second telescopic assembly; 6-second outer end cover; 7-sheath; 8-piston; 9-second piston rod; 10-first piston rod; 11-first pipeline; 12-second pipeline; 13-throttle valve; 14-throttle valve block; 15-bogie; 16-car body; 17-track; 18-second throttle valve; 19-first hydraulic pipeline; 20-second hydraulic pipeline; 21-oil port pipe joint; 22-cylindrical coil spring; 23-butterfly spring. DETAILED DESCRIPTION

[0037] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments. It should be noted that the embodiments and features of the embodiments may be combined unless they conflict. For ease of description, the words "upper," "lower," "left," and "right" appear below merely to indicate the directions of upper, lower, left, and right in the accompanying drawings and do not limit the structure.

[0038] Example 1

[0039] like Figure 1 As shown, the control cylinder of this embodiment includes a cylinder body 3 and a piston 8 arranged in the cylinder body 3. The right end of the cylinder body 3 is provided with a first outer end cover 2, and the left end of the cylinder body 3 is provided with a second outer end cover 6. The end of the piston 8 close to the second outer end cover 6 is provided with a first piston rod 10 and a second telescopic assembly 5, and the other end of the piston 8 is provided with a second piston rod 9 and a first telescopic assembly 4. The first telescopic assembly 4 and the second telescopic assembly 5 are both arranged in the cylinder body 3, and the structures of the first telescopic assembly 4 and the second telescopic assembly 5 are the same. The outer end of the first piston rod 10 passes through the second outer end cover 6 and is connected to the second outer end cover 6 in a sliding and sealing manner. The outer end of the second piston rod 9 passes through the first outer end cover 2 and is connected to the first outer end cover 2 in a sliding and sealing manner. The cross-sectional areas of the second piston rod 9 and the first piston rod 10 are equal, and the center lines of the cylinder body 3, the second piston rod 9 and the first piston rod 10 along the length direction are collinear. The first outer end cap 2 is provided with a cylinder fixed end 1, within which is a cavity 101, into which the outer end of the second piston rod 9 extends. A sheath 7 is sleeved over the second outer end cap 6. One end of the sheath 7 is slidably connected to the second outer end cap 6, while the other end extends outward from the cylinder body 3 and is fixedly connected to the outer end of the first piston rod 10. Along the length of the cylinder body 3, the length of the cavity 101 is greater than the length of the second piston rod 9, and the length of the sheath 7 is greater than the length of the first piston rod 10.

[0040] As shown in Figure 4 , the first telescopic assembly 4 comprises two first telescopic parts 41 and two second telescopic parts 42, which are fixedly connected with the end of the piston 8. The two first telescopic parts 41 are arranged on both sides of the piston 8 in the vertical direction, and the two second telescopic parts 42 are arranged on both sides of the piston 8 in the horizontal direction, and the two first telescopic parts 41 and the two second telescopic parts 42 are symmetrically arranged about the center of the piston 8. As shown in Figure 6 , the first telescopic part 41 comprises a first end cover 411, a first elastic component 412 and a first plunger 413, and the first end cover 411 is provided with a first cavity 414. One end of the first end cover 411 is connected with the piston 8 through a countersunk bolt, and the other end is clamped with the first plunger 413. The first elastic component 412 is arranged in the first cavity 414, one end of the first elastic component 412 is connected with the piston 8, and the other end is connected with the first plunger 413. The outer end of the first plunger 413 penetrates the first end cover 411 under the elastic force of the first elastic component 412, and extends to the outside of the first end cover 411, and a certain amount of annular gap δ is arranged between the side wall of the first plunger 413 and the end of the first end cover 411. The second telescopic part 42 comprises a second end cover 421, a second elastic component 422 and a second plunger 423, and the second end cover 421 is provided with a second cavity 424. One end of the second end cover 421 is connected with the piston 8 through a countersunk bolt, and the other end is clamped with the first plunger 423. The second elastic component 422 is arranged in the second cavity 424, one end of the second elastic component 422 is connected with the piston 8, and the other end is fixedly connected with the second plunger 423. The outer end of the second plunger 423 penetrates the second end cover 421 under the elastic force of the second elastic component 422, and extends to the outside of the second end cover 421, and a certain amount of annular gap δ is also arranged between the side wall of the second plunger 423 and the end of the second end cover 421. The first elastic component 412 and the second elastic component 422 are the same in structure, and are both cylindrical spiral springs. The first end cover 411 and the second end cover 421 and the first cavity 414 and the second cavity 424 are the same in structure, respectively, and when not subjected to external force, the length S1 of the first plunger 413 elongated to the outside of the first end cover 411 is greater than the length S2 of the second plunger 423 elongated to the outside of the second end cover 421. Along the length direction of the oil cylinder barrel 3, the length of the first cavity 414 is equal to the length of the first plunger 413. As shown in Figure 5 , the side wall of both ends of the oil cylinder barrel 3 is provided with an oil port pipe joint 21, and the hydraulic oil in the oil cylinder barrel 3 flows in or out through the oil port pipe joint 21.

[0041] As shown in Figure 7As shown, a rail vehicle steering control system includes a bogie 15 and a car body 16. The aforementioned control cylinders are installed at both ends of the bogie 15 along the length of the track 17. Both control cylinders are located on the right side of the bogie 15 and are arranged parallel to each other. The outer ends of two first piston rods 10 are hinged to the front and rear ends of the bogie 15, respectively. The two cylinder fixed ends 1 are hinged to the car body 16, respectively. The line connecting the hinge points of the two first piston rods 10 and the bogie 15 is located on the centerline of the bogie 15 along the length of the track 17. Figure 7 The arrows in the figure indicate the flow direction of hydraulic oil within the two cylinder barrels 3 during a certain period of time. The outlet pipe joints 21 through which the hydraulic oil flows out of the two cylinder barrels 3 are connected via the first pipeline 11, and the outlet pipe joints 21 through which the hydraulic oil flows into the two cylinder barrels 3 are connected via the second pipeline 12. The first pipeline 11 is connected to the corresponding pipeline on the adjacent vehicle body via the first hydraulic pipeline 19, and the second pipeline 12 is connected to the corresponding pipeline on the adjacent vehicle body via the second hydraulic pipeline 20. Two first throttle valves 13 are provided on the first pipeline 11, and the first hydraulic pipeline 19 is disposed between the two first throttle valves 13. Two second throttle valves 18 are provided on the second pipeline 12, and the second hydraulic pipeline 20 is disposed between the two second throttle valves 18. A throttle valve block 14 is provided on the vehicle body 16, and the two first throttle valves 13 and the two second throttle valves 18 are both disposed within the throttle valve block 14.

[0042] like Figure 3 As shown, as the piston 8 moves closer to the first outer end cap 2, the control cylinder transmits thrust from the bogie 15 to the car body 16. As the piston 8 approaches the inner wall of the first outer end cap 2, the first plunger 413 transmits force energy to the first outer end cap 2, followed by the second plunger 423. This graded and linearly increasing force energy transmission effectively reduces the impact caused by the sudden contact between the end face of the piston 8 and the inner wall of the first outer end cap 2, providing a good buffering effect. During this process, hydraulic oil is squeezed out of the annular gaps δ between the first and second plungers 413, 423, and the first and second end caps 411, 421, respectively. Frictional heat is also generated to absorb the inertial energy transferred from the first piston rod 10 or the cylinder barrel 3, dissipating the harmful inertial energy. During this process, the hydraulic oil squeezed out of the first and second cavities 414, 424 also increases the pressure in the control cylinder's oil outlet chamber, balancing the impact pressure in the oil inlet chamber without any other mechanical impact. The hydraulic oil accumulated in the annular gap δ causes the buffer valve block 14 outside the control cylinder to be loaded with a greater back pressure, making the throttling and buffering effect more significant. Figure 2As shown, when the piston 8 moves to the side of the second outer end cover 6, the control cylinder transmits the force from the bogie 15 to the car body 16. When the piston 8 approaches the inner wall of the second outer end cover 6, the second telescopic assembly 5 participates in the force transmission in the same way as the first telescopic assembly 4.

[0043] Since there is a certain gap δ between the first plunger 413 and the first end cover 411 and between the second plunger 423 and the second end cover 421, the hydraulic oil can enter the first cavity 414 and the second cavity 424. As shown, Figure 1 When the first elastic component 412 pushes the first plunger 413 out of the first end cover 411, a volume of hydraulic oil is sucked into the first cavity 414. When the second elastic component 422 pushes the second plunger 423 out of the second end cover 421, a volume of hydraulic oil is also sucked into the second cavity 424. Assuming that the net volume of the first cavity 414 on each side of the piston 8 is δV 长 , and the net volume of the second cavity 424 on each side of the piston 8 is δV 短 , then the volume of hydraulic oil sucked into the first cavity 414 and the second cavity 424 on each side of the piston 8 is δV 长 + δV 短 This short oil suction process delays the transmission of force by the corresponding chamber, so that the impact transmitted by the first piston rod 10 articulated with the bogie 15 is delayed and buffered.

[0044] Under the action of the first elastic component 412 and the second elastic component 422, the length S1 by which the first plunger 413 extends outwardly from the first end cover 411 is greater than the length S2 by which the second plunger 423 extends outwardly from the second end cover 421, as shown, Figure 1 The difference S1-S2 meets the time interval requirement for the differential contact of the first plunger 413 and the second plunger 423 with the outer end cover to play a buffering role, avoiding the problem of superimposed peak buffering deceleration, making the system deceleration relatively smooth, and reducing the impact of the suddenly generated axial balance force on the system.

[0045] Embodiment 2

[0046] The control cylinder structure of this embodiment is the same as that of embodiment 1, and the only difference is that the springs used by the first elastic component 412 and the second elastic component 422 are different from those in embodiment 1. As shown, Figure 8As shown, the first elastic component 412 and the second elastic component 422 of the embodiment are identical in structure, and are both composed of a cylindrical helical spring 22 and a butterfly spring 23 in series. The butterfly spring 23 is in the form of a conjugate combination, which facilitates increasing the elastic deformation amount of the butterfly spring, and the stiffness coefficient of the butterfly spring is much larger than that of the cylindrical helical spring. When the piston 8 approaches the inner wall of the first outer end cover 2, the first plunger 413 and the second plunger 423 are in differential contact with the extrusion force of the first outer end cover 2, which is directly transmitted to the first elastic component 412 and the second elastic component 422. As shown, Figure 9 As shown, since the stiffness coefficient of the butterfly spring 23 is larger than that of the cylindrical helical spring 22, the cylindrical helical spring 22 is compressed and deformed first, followed by the butterfly spring 23 and the cylindrical helical spring 22 together participating in the elastic deformation compression, and in this stage, the cylindrical helical spring 22 has been compressed to the limit, and finally only the butterfly spring 23 independently bears the heavy compression process with small deformation. The use of the combined spring of the cylindrical helical spring 22 and the butterfly spring 23 maximally avoids the rigid collision between the end face of the piston 8 and the inner wall of the first outer end cover 2 of the oil cylinder.

[0047] Embodiment 3

[0048] The control oil cylinder structure of the embodiment is identical to that of Embodiment 1, and the only difference is that the elastic component in the second telescopic assembly 5 is different from that in Embodiment 1. In Embodiment 1, the elastic component in the second telescopic assembly 5 is identical to that in the first telescopic assembly 4, and is a cylindrical helical spring. In the embodiment, the structures of the first telescopic assembly 4 and the second telescopic assembly 5 are different, and the only difference is that the elastic component of the first telescopic assembly 4 is different from that of the second telescopic assembly 5. As shown, Figure 10 As shown, the elastic component in the first telescopic assembly 4 is a cylindrical helical spring 22, and the elastic component in the second telescopic assembly 5 is a combination of a cylindrical helical spring 22 and a butterfly spring 23, which is identical in structure to the elastic component in Embodiment 2.

[0049] The above-mentioned contents of the embodiments should be understood as that the embodiments are only used for more clearly illustrating the present application, and are not used for limiting the scope of the present application. After reading the present application, various equivalent modifications of the embodiments made by those skilled in the art all fall within the scope defined by the appended claims of the present application.

Claims

1. A control oil cylinder, comprising an oil cylinder body (3) and a piston (8) disposed in the oil cylinder body (3), wherein the two ends of the oil cylinder body (3) are respectively provided with a first outer end cover (2) and a second outer end cover (6); a first piston rod (10) is provided on the end of the piston (8) close to the second outer end cover (6), and the outer end of the first piston rod (10) passes through the second outer end cover (6) and is slidably and sealingly connected to the second outer end cover (6); and characterized in that: A second telescopic assembly (5) is further provided on the end portion of the piston (8) close to the second outer end cover (6), and a first telescopic assembly (4) is provided on the other end portion of the piston (8). The first telescopic assembly (4) and the second telescopic assembly (5) are arranged in the cylinder body (3); When the piston (8) approaches the first outer end cover (2) or the second outer end cover (6), the outer end of the first telescopic component (4) abuts against the inner side wall of the first outer end cover (2) and the length of the first telescopic component (4) gradually shortens along the length direction of the cylinder barrel (3), or the outer end of the second telescopic component (5) abuts against the inner side wall of the second outer end cover (6) and the length of the second telescopic component (5) gradually shortens along the length direction of the cylinder barrel (3); The first telescopic assembly (4) comprises a first telescopic portion (41) and a second telescopic portion (42), both of which are fixedly connected to the end of the piston (8); when no external force is applied, the length of the first telescopic portion (41) along the length direction of the cylinder body (3) is greater than the length of the second telescopic portion (42); There are multiple first telescopic parts (41) and multiple second telescopic parts (42), and the multiple first telescopic parts (41) and second telescopic parts (42) are symmetrically arranged about the center of the end of the piston (8); The first telescopic portion (41) includes a first end cover (411), a first elastic component (412) and a first plunger (413), and a first cavity (414) is provided in the first end cover (411); one end of the first end cover (411) is connected to the piston (8), and the other end is engaged with the first plunger (413); the first elastic component (412) is provided in the first cavity (414), one end of the first elastic component (412) is connected to the piston (8), and the other end is connected to the first plunger (413); the outer end of the first plunger (413) penetrates the first end cover (411) under the elastic force of the first elastic component (412) and extends to the outside of the first end cover (411), and a gap is provided between the side wall of the first plunger (413) and the end of the first end cover (411).

2. The control cylinder according to claim 1, characterized in that: The second telescopic portion (42) includes a second end cover (421), a second elastic component (422) and a second plunger (423), and a second cavity (424) is provided in the second end cover (421); one end of the second end cover (421) is connected to the piston (8), and the other end is clamped with the first plunger (413); the second elastic component (422) is arranged in the second cavity (424), one end of the second elastic component (422) is connected to the piston (8), and the other end is fixedly connected to the second plunger (423); the outer end of the second plunger (423) penetrates the second end cover (421) under the elastic force of the second elastic component (422) and extends to the outside of the second end cover (421), and a gap is provided between the side wall of the second plunger (423) and the end of the second end cover (421).

3. The control cylinder according to claim 2, characterized in that: The first end cover (411) and the second end cover (421) as well as the first elastic component (412) and the second elastic component (422) have the same structure. When no external force is applied, the length of the first plunger (413) extending toward the outside of the first end cover (411) is greater than the length of the second plunger (423) extending toward the outside of the second end cover (421).

4. The control cylinder according to claim 3, characterized in that: Along the length direction of the oil cylinder barrel (3), the length of the first cavity (414) is greater than or equal to the length of the first plunger (413), and the length of the second cavity (424) is greater than or equal to the length of the second plunger (423).

5. The control cylinder according to any one of claims 1 to 4, characterized in that: The first telescopic assembly (4) and the second telescopic assembly (5) have the same structure, and the first telescopic assembly (4) and the second telescopic assembly (5) are symmetrically arranged with respect to the piston (8).

6. The control cylinder according to claim 1, characterized in that: A second piston rod (9) is provided on the end portion of the piston (8) close to the first outer end cover (2). The outer end portion of the second piston rod (9) passes through the first outer end cover (2) and is slidably and sealingly connected to the first outer end cover (2). The cross-sectional areas of the second piston rod (9) and the first piston rod (10) are equal. The center lines of the cylinder body (3), the second piston rod (9) and the first piston rod (10) along the length direction are collinear.

7. The control cylinder according to claim 6, characterized in that: The first outer end cover (2) is provided with a cylinder fixed end (1) on the outside, and a cavity (101) is provided in the cylinder fixed end (1); the second piston rod (9) passes through the first outer end cover (2) and extends into the cavity (101); a sleeve (7) is sleeved on the second outer end cover (6), one end of the sleeve (7) is slidably connected to the second outer end cover (6), and the other end extends to the outside of the cylinder body (3) and is fixedly connected to the outer end of the first piston rod (10); along the length direction of the cylinder body (3), the length of the cavity (101) is greater than or equal to the length of the second piston rod (9), and the length of the sleeve (7) is greater than or equal to the length of the first piston rod (10).

8. A rail vehicle steering control system, comprising a bogie (15) and a vehicle body (16), characterized in that: The bogie (15) is provided with a control oil cylinder as described in any one of claims 1 to 7 at both ends along the length direction of the track (17), the outer ends of the two first piston rods (10) are respectively hinged to the two ends of the bogie (15), and the two first outer end covers (2) are respectively hinged to the car body (16); the oil port pipe joints (21) with the same hydraulic oil flow direction on the two cylinder barrels (3) are connected respectively through the first pipeline (11) and the second pipeline (12), the first pipeline (11) is connected to the corresponding pipeline on the adjacent car body through the first hydraulic pipeline (19), and the second pipeline (12) is connected to the corresponding pipeline on the adjacent car body through the second hydraulic pipeline (20); the two control oil cylinders are arranged on the same side of the bogie (15) and are arranged in parallel.

9. The rail vehicle steering control system according to claim 8, characterized in that: Two first throttle valves (13) are provided on the first pipeline (11), and the first hydraulic pipeline (19) is arranged between the two first throttle valves (13); two second throttle valves (18) are provided on the second pipeline (12), and the second hydraulic pipeline (20) is arranged between the two second throttle valves (18); a throttle valve block (14) is provided on the vehicle body (16), and the two first throttle valves (13) and the two second throttle valves (18) are all arranged in the throttle valve block (14).

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