Semi-active control type shock absorber for railway vehicle

Abstract

The invention provides a semi-active control type shock absorber for a railway vehicle, and relates to the technical field of shock absorbers, an oil storage cylinder is sleeved outside a working cylinder, and an oil storage cavity is arranged between the oil storage cylinder and the working cylinder; the piston valve assembly is fixedly arranged at one end of the piston rod, the piston rod and the piston valve assembly are both arranged in the working cylinder, and the piston valve assembly moves in the working cylinder through the piston rod and divides the internal space of the working cylinder into a compression cavity and a stretching cavity; a guide assembly is arranged on one side of the working cylinder, an oil storage cylinder base is arranged on the other side of the oil storage cylinder and the other side of the working cylinder, and the oil guide pipe is arranged in the oil storage cavity. The electromagnetic regulating valve assembly, the electromagnetic switch valve assembly and the damping valve assembly are all fixedly arranged on the side face of the oil storage cylinder base. According to the semi-active control type shock absorber, the requirements of different dampers at the same speed of a vehicle can be met, the semi-active control type shock absorber gradually replaces an original passive shock absorber so as to meet various types of damping requirements, and more comfortable and excellent riding experience is brought to passengers.

Description

Technical Field

[0001] The invention relates to the technical field of shock absorbers, and in particular to a semi-active control shock absorber for a rail vehicle. Background Art

[0002] At present, in the field of rail vehicles, the shock absorbers used are mainly passive shock absorbers. This type of shock absorber mainly realizes the product damping function through pre-set damping force, but its preset value cannot be adjusted in real time during vehicle operation.

[0003] With the increasing speed of my country's rail transit and the increasing requirements of passengers for comfort, a fixed damping system for one damper in a passive shock absorber can no longer meet the requirements. On the one hand, when a high-speed train is traveling in a straight line, the anti-snaking shock absorber needs to provide a larger damping to attenuate the snaking motion, and when passing through a curve, it needs to provide a smaller rotational damping to facilitate passing through the curve; on the other hand, the damping required by the vehicle is determined by the vibration magnitude, that is, due to different vehicle line conditions, the vibration magnitude generated at the same vibration speed is also different, and the required shock absorber damping force is also different. All these indicate that a fixed damping system in a passive shock absorber can no longer meet the vehicle dynamics performance requirements. Summary of the invention

[0004] The purpose of the embodiment of the present invention is to provide a semi-active control shock absorber for rail vehicles, which can meet the different damping requirements of the vehicle at the same speed. The semi-active control shock absorber will gradually replace the original passive shock absorber to match various types of damping requirements and bring passengers a more comfortable and excellent riding experience.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] The embodiment of the present invention provides a semi-active control shock absorber for a rail vehicle, comprising: an oil storage cylinder, a working cylinder, a piston rod, a piston valve assembly, a guide assembly, an oil storage cylinder base, an oil guide pipe, an electromagnetic regulating valve assembly, an electromagnetic switch valve assembly and a damping valve assembly;

[0007] The oil storage cylinder is sleeved on the outside of the working cylinder, and an oil storage cavity is provided between the oil storage cylinder and the working cylinder;

[0008] The piston valve assembly is fixedly arranged at one end of the piston rod, and the piston rod and the piston valve assembly are both arranged in the working cylinder. The piston valve assembly moves in the working cylinder through the piston rod, and divides the internal space of the working cylinder into a compression chamber and a stretching chamber;

[0009] The guide assembly is disposed on one side of the working cylinder, the oil storage cylinder base is disposed on the other side of the oil storage cylinder and the working cylinder, and the oil guide pipe is disposed in the oil storage cavity;

[0010] The electromagnetic regulating valve assembly, the electromagnetic switch valve assembly and the damping valve assembly are all fixedly arranged on the side of the oil storage cylinder base.

[0011] In some embodiments, the electromagnetic regulating valve assembly is threadedly connected to the oil storage cylinder base, and the electromagnetic regulating valve assembly includes:

[0012] A magnetic core sub-assembly, an inner valve sleeve, an upper cover, a regulating valve ejector pin, a control valve core, a flow channel valve core, a first regulating valve spring and a second regulating valve spring;

[0013] The magnetic core sub-assembly, the inner valve sleeve and the upper cover are all fixedly arranged inside the electromagnetic regulating valve assembly, the regulating valve ejector pin is arranged inside the magnetic core sub-assembly, the inner valve sleeve and the upper cover are sequentially arranged at one end of the regulating valve ejector pin, the control valve core is arranged between the regulating valve ejector pin and the inner valve sleeve, and the regulating valve ejector pin and the control valve core are in contact, the flow channel valve core is arranged between the inner valve sleeve and the upper cover, the first regulating valve spring is arranged between the control valve core and the inner valve sleeve, and the two ends of the first regulating valve spring are respectively abutted against the control valve core and the inner valve sleeve, the second regulating valve spring is arranged between the inner valve sleeve and the flow channel valve core, and the two ends of the second regulating valve spring are respectively abutted against the inner valve sleeve and the flow channel valve core.

[0014] In some embodiments, the electromagnetic switch valve assembly is threadedly connected to the oil storage cylinder base, and the electromagnetic switch valve assembly includes:

[0015] A magnetic core controller, a switch valve fixing seat, a switch valve ejector pin, a switch valve pin, a switch valve top cover, a switch valve spring and a switch valve locking nut;

[0016] The switch valve fixing seat is arranged at one side of the magnetic core controller, the switch valve ejector pin is arranged inside the magnetic core controller and the switch valve fixing seat, the switch valve valve pin is arranged inside the switch valve fixing seat, and the switch valve ejector pin is in contact with the switch valve valve pin, one end of the switch valve valve pin extends out of the switch valve fixing seat, the switch valve top cover is fixedly connected to the switch valve fixing seat, the switch valve spring is arranged between the switch valve top cover and the switch valve fixing seat, and two ends of the switch valve spring are respectively abutted against the switch valve top cover and the switch valve pin, the switch valve valve pin, the switch valve spring and the switch valve top cover are sequentially arranged at one end of the switch valve ejector pin, and the switch valve locking nut is arranged at the other end of the switch valve ejector pin.

[0017] In some embodiments, the damping valve assembly includes a damping valve adjusting screw, a damping valve locking nut, a damping valve seat, a damping valve pin, and a damping valve spring;

[0018] The damping valve locking nut is sleeved on the outer side of the damping valve adjusting screw and is threadedly connected to the damping valve adjusting screw. The damping valve seat is sleeved on the outer side of the damping valve pin and the two are movably connected. One end of the damping valve spring is against the damping valve adjusting screw, and the other end is against the damping valve pin.

[0019] In some embodiments, the oil storage cylinder base includes an oil pipe oil passage, an oil pipe oil passage, a first damping valve oil passage, a first damping valve oil passage, a second damping valve oil passage, a second damping valve oil passage, an electromagnetic regulating valve oil passage, an electromagnetic regulating valve oil passage, a first electromagnetic switch valve oil passage, a first electromagnetic switch valve oil passage, a second electromagnetic switch valve oil passage 1, a second electromagnetic switch valve oil passage 2, and a second electromagnetic switch valve oil passage;

[0020] The oil guide pipe is connected to the oil passage opening of the oil guide pipe, and the oil passage opening of the oil guide pipe is in communication with the oil passage of the oil guide pipe;

[0021] The first damping valve oil circuit, the second damping valve oil circuit, the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil circuit are all connected to the oil guide pipe oil circuit;

[0022] The first damping valve oil passage is connected to the first damping valve oil passage, the second damping valve oil passage is connected to the second damping valve oil passage, the solenoid regulating valve oil passage is connected to the solenoid regulating valve oil passage, and the first solenoid switch valve oil passage is connected to the first solenoid switch valve oil passage;

[0023] The oil passage port 1 of the second electromagnetic switch valve and the oil passage port 2 of the second electromagnetic switch valve are both connected to the oil passage of the second electromagnetic switch valve.

[0024] In some embodiments, the piston valve assembly includes a piston check valve seat, a piston check valve cover, a piston check valve disc valve, and a piston check valve spring;

[0025] The piston one-way valve seat and the piston one-way valve cover are fixedly connected, the piston one-way valve disc valve is arranged between the piston one-way valve seat and the piston one-way valve cover, the piston one-way valve spring is arranged between the piston one-way valve disc valve and the piston one-way valve cover, and the two ends of the piston one-way valve spring are respectively abutted against the piston one-way valve disc valve and the piston one-way valve cover.

[0026] In some embodiments, further comprising a base check valve assembly;

[0027] The base check valve assembly includes a base check valve seat, a base check valve cover, a base check valve disc valve and a base check valve spring;

[0028] The base check valve seat and the base check valve cover are fixedly connected, the base check valve disc valve is arranged between the base check valve seat and the base check valve cover, the base check valve spring is arranged between the base check valve disc valve and the base check valve cover, and the two ends of the base check valve spring are respectively abutted against the base check valve disc valve and the base check valve cover.

[0029] In some embodiments, the guide assembly includes a guide seat, an oil guide pipe through hole, an oil discharge hole, an oil seal and an oil scraper ring;

[0030] The guide seat is provided with a cavity inside, the oil guide pipe through hole is provided on one side of the guide seat and communicates with the cavity inside the guide seat, and the oil discharge hole is provided on the other side of the guide seat, and the two ends thereof are respectively communicated with the inside and the outside of the guide seat;

[0031] The oil seal and the oil scraper ring are both arranged on the inner side of the guide seat, and the oil scraper ring is arranged at a position farther away from the working cylinder than the oil seal, and the oil unloading hole is arranged between the oil seal and the oil scraper ring.

[0032] In some embodiments, one end of the oil guide pipe is connected to the guide assembly, and the other end is connected to the oil storage cylinder base.

[0033] In some embodiments, the electromagnetic regulating valve assembly is provided with one, and the electromagnetic switch valve assembly and the damping valve assembly are provided with two each.

[0034] The key technical roadmap of Made in China 2025 proposes to "vigorously promote breakthrough development in key areas" and "study the braking control technology of high-speed trains, rapid EMUs, and modern trams, complete the independence of devices and key components, localize core components, and achieve international advanced technology and import substitution". As an important vehicle suspension component, the hydraulic shock absorber market is currently dominated by foreign brands, including KONI of the United States, DISPEN of France, KYB of Japan, SACHS of Germany, etc., while domestic manufacturers are mainly represented by a few domestic manufacturers such as Nanyang Weiositu.

[0035] With the increasing speed of my country's rail transit, only one fixed damping system inside the passive shock absorber can no longer meet the requirements. On the one hand, when the train is running in a straight line, the anti-snaking shock absorber needs to provide a large damping to attenuate the snaking motion, and when passing through a curve, a small rotation damping is required to facilitate passing the curve; on the other hand, the damping required by the vehicle depends on the vibration size, that is, due to different vehicle line conditions, the vibration size generated at the same vibration speed is also different, and the required damping force is also different. All these indicate that the passive shock absorber can no longer meet the vehicle dynamics performance requirements.

[0036] In order to meet the needs of continuously variable damping for high-speed trains and achieve "overtaking on the curve" for domestic brands, the research and development of semi-active control shock absorbers has become increasingly important. Through the construction of this application, the research and development of semi-active control shock absorbers with independent intellectual property rights and independent brands can not only fill the gap in the production of domestic high-end shock absorbers, but also have practical significance for optimizing the industrial structure of shock absorbers and promoting their industrial upgrading and transformation, and have a positive role in promoting the optimization and upgrading of my country's high-speed rail vehicle industry.

[0037] At present, in the field of rail vehicles, both domestic and foreign shock absorbers mainly use passive shock absorbers, that is, one shock absorber corresponds to a fixed damping system. This type of shock absorber mainly realizes the product damping function through preset damping force, but cannot adjust its preset value in real time during vehicle operation. One speed corresponds to one damping force.

[0038] As train speed increases, the limitations of passive shock absorbers become more and more obvious, and they cannot meet the damping requirements at high speeds. In order to meet the different damping requirements of vehicles at the same speed, high-speed grade semi-active control shock absorbers are specially developed. Semi-active control shock absorbers will also gradually replace the original passive shock absorbers to match various types of damping requirements, bringing passengers a more comfortable and excellent riding experience.

[0039] There is currently no precedent for the mass application of semi-active control rail shock absorbers at home and abroad. In order to address the gap in existing domestic and foreign technical applications, it is of great significance to carry out research on the working mechanism of semi-active control rail shock absorbers, analyze the relationship between the internal structure of its key components and its external dynamic characteristics, establish an accurate numerical model of the track-vehicle-personnel system dynamics, make full use of modern virtual prototype technology, and independently and creatively carry out research on the mathematical model, digital design and digital experiment of semi-active control shock absorbers and suspension systems.

[0040] At present, the passive shock absorber market in China is mainly occupied by foreign brands, resulting in high development costs and product prices of the system, while semi-active control shock absorbers have not been applied in batches at home and abroad. Semi-active control shock absorbers help domestic brands to achieve "overtaking on the curve". After successful development, they will be used in high-speed trains such as EMUs, high-speed railways, and magnetic levitation. The application of solenoid valves in shock absorbers fills the gap in the development and application of semi-active control shock absorbers for rail vehicles at home and abroad, provides an application solution for solenoid valves in rail shock absorbers, and expands the applicability of semi-active control shock absorbers for rail vehicles, while bringing passengers a more comfortable and excellent riding experience.

[0041] After the project is completed and reaches full production, it will have an annual production capacity of 30,000 shock absorbers, with an expected additional sales revenue of about 300 million yuan and additional profits and taxes of about 51 million yuan, of which profits will be about 30 million yuan. It can form large-scale industrialized production of key parts for the railway industry, creating conditions for the rapid localization of railway shock absorbers. It will improve the theoretical research level and technological innovation capabilities of domestic vehicle shock absorbers and suspension systems. It has a positive demonstration and driving role in improving the localization of key parts of urban high-speed trains in our province, promoting the sustained, rapid and healthy development of the rail transit industry, and lengthening the industrial chain of enterprises.

[0042] On the other hand, it can drive technological progress and innovation of products in related industries such as steel and powder metallurgy, which will boost the development of related industries, promote technological progress in the same industry in Henan and even the country, boost the development of the regional and national economy, provide high-quality products and increase employment opportunities.

[0043] Through the traction drive of this application, the formation of a high-end talent team can be accelerated. First, accelerate the introduction and training of masters and doctors to optimize the talent structure. Second, promote the training of special technicians in shock absorber technology, equipment and other fields. Third, around the strategic deployment of key R&D projects, increase efforts to introduce high-level scientific and technological talents and innovation teams, consolidate the foundation of high-quality development, and continuously increase the number of leading talents.

[0044] A semi-active control shock absorber for rail vehicles provided by the present invention is the first in the field of rail vehicles to integrate the functions of two solenoid valves into the shock absorber body by using an electromagnetic regulating valve assembly and an electromagnetic switch valve assembly, and adjusting the damping oil circuit of the shock absorber valve system. By controlling each solenoid valve, real-time switching of four modes of the shock absorber, namely, passive working mode, continuously variable damping working mode, stretching instantaneous unloading working mode, and compression instantaneous unloading working mode, can be achieved. Timely adjustments can be made to match multiple types of damping requirements, thereby improving the stability and comfort of the rail vehicle operation process.

[0045] The semi-active control shock absorber for rail vehicles provided by the present invention can adjust the solenoid valve to be installed according to the functional requirements of the shock absorber product in a specific implementation process, so as to better save costs and meet product requirements.

[0046] The semi-active controlled shock absorber for rail vehicles provided by the present invention applies electromagnetic valves to shock absorbers for the first time in the field of rail vehicles, filling the gap in the development and application of semi-active controlled shock absorbers for rail vehicles at home and abroad. At the same time, the semi-active controlled shock absorber for rail vehicles provides a solution for applying electromagnetic valves to rail vehicles and expands its application scenarios and scope of application. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the present disclosure, the following briefly introduces the drawings required for use in some embodiments of the present disclosure. Obviously, the drawings described below are only drawings of some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can also be obtained based on these drawings. In addition, the drawings described below can be regarded as schematic diagrams, and are not limitations on the actual size of the products involved in the embodiments of the present disclosure, the actual process of the method, etc.

[0048] Figure 1 is a schematic diagram of the structure of a shock absorber according to some embodiments of the present disclosure;

[0049] Figure 2 A cross-sectional view of a shock absorber according to some embodiments of the present disclosure Figure 1 ;

[0050] Figure 3 A cross-sectional view of a shock absorber according to some embodiments of the present disclosure Figure 2 ;

[0051] Figure 4 is a cross-sectional view of a solenoid control valve assembly according to some embodiments of the present disclosure;

[0052] Figure 5 is a cross-sectional view of a solenoid switch valve assembly according to some embodiments of the present disclosure;

[0053] Figure 6 is a cross-sectional view of a damping valve assembly according to some embodiments of the present disclosure;

[0054] Figure 7 is a schematic diagram of a valve pin structure of a damping valve according to some embodiments of the present disclosure;

[0055] Figure 8 It is a schematic diagram of the structure of the oil storage cylinder base according to some embodiments of the present disclosure;

[0056] Fig. 9 A cross-sectional view of an oil storage cylinder base according to some embodiments of the present disclosure Figure 1 ;

[0057] Fig.10 A cross-sectional view of an oil storage cylinder base according to some embodiments of the present disclosure Figure 2 ;

[0058] Fig.11 is a cross-sectional view of a piston valve assembly according to some embodiments of the present disclosure;

[0059] Fig.12 is a cross-sectional view of a base check valve assembly according to some embodiments of the present disclosure;

[0060] Fig.13 is a cross-sectional view of a guide assembly according to some embodiments of the present disclosure;

[0061] Fig.14 It is a schematic diagram of the working principle of the shock absorber in some embodiments of the present disclosure. DETAILED DESCRIPTION

[0062] The following will be combined with the accompanying drawings to clearly and completely describe the technical solutions in some embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments provided by the present disclosure, all other embodiments obtained by ordinary technicians in this field belong to the scope of protection of the present disclosure.

[0063] Unless the context requires otherwise, throughout the specification and claims, the term "including" is to be interpreted as an open, inclusive meaning, that is, "including, but not limited to". In the description of the specification, the terms "one embodiment", "some embodiments", "exemplary embodiments", "examples" or "some examples" and the like are intended to indicate that specific features, structures, materials or characteristics associated with the embodiment or example are included in at least one embodiment or example of the present disclosure. The schematic representations of the above terms do not necessarily refer to the same embodiment or example. In addition, the specific features, structures, materials or characteristics described may be included in any one or more embodiments or examples in any appropriate manner.

[0064] The embodiment of the present invention provides a semi-active control type shock absorber for a rail vehicle, such as Figures 1 to 3 As shown, it includes: an oil storage cylinder 1, a working cylinder 2, a piston rod 3, a piston valve assembly 4, a guide assembly 5, an oil storage cylinder base 6, an oil guide pipe 7, an electromagnetic regulating valve assembly 8, an electromagnetic switch valve assembly 9 and a damping valve assembly 10.

[0065] In some embodiments, the oil storage cylinder 1 is sleeved on the outside of the working cylinder 2 , and an oil storage chamber 12 is provided between the oil storage cylinder 1 and the working cylinder 2 .

[0066] Specifically, the oil storage cylinder 1 and the working cylinder 2 are both hollow cylindrical structures, but their diameters are different. The diameter of the oil storage cylinder 1 is larger than the diameter of the working cylinder 2. Therefore, when the oil storage cylinder 1 is sleeved on the outside of the working cylinder 2, a cavity is left between the oil storage cylinder 1 and the working cylinder 2, which is the oil storage cavity 12.

[0067] In practical applications, the plastic film airbag is freely placed in the oil storage chamber 12 to facilitate the operation of the shock absorber. For example, the plastic film airbag is an airbag with four sides sealed and gas sealed inside. When the shock absorber is working, there is gas space in the oil storage chamber 12 to facilitate the extension and compression of the shock absorber.

[0068] In some embodiments, the piston valve assembly 4 is fixedly disposed at one end of the piston rod 3. The piston rod 3 and the piston valve assembly 4 are both disposed in the working cylinder 2. The piston valve assembly 4 moves in the working cylinder 2 through the piston rod 3 and divides the internal space of the working cylinder 2 into a compression chamber 21 and a stretching chamber 22.

[0069] Specifically, Figure 3 As shown, the piston valve assembly 4 fits closely with the working cylinder 2. When the piston rod 3 moves in the working cylinder 2, it can drive the piston valve assembly 4 to move closely inside the working cylinder 2, thereby dividing the inside of the working cylinder 2 into two cavities, namely the compression chamber 21 and the stretching chamber 22.

[0070] In some embodiments, a guide assembly 5 is disposed on one side of the working cylinder 2 , an oil storage cylinder base 6 is disposed on the other side of the oil storage cylinder 1 and the working cylinder 2 , and an oil guide pipe 7 is disposed in the oil storage cavity 12 .

[0071] Specifically, the length of the working cylinder 2 is smaller than that of the oil storage cylinder 1, the guide assembly 5 is arranged on one side of the working cylinder 2, and the guide assembly 5 and the working cylinder 2 are both arranged in the oil storage cylinder 1, and an oil storage cylinder base 6 is arranged on the other side of the oil storage cylinder 1 and the working cylinder 2, and the oil storage cylinder 1 and the working cylinder 2 are both fixedly connected to the oil storage cylinder base 6.

[0072] Exemplarily, the oil storage cylinder 1 is connected to the oil storage cylinder base 6 by welding, and the working cylinder 2 is connected to the oil storage cylinder base 6 by limiting bearing. Specifically, a boss is provided on the top of the oil storage cylinder base 6, and the boss is inserted into the working cylinder 2, so that the working cylinder 2 is connected to the oil storage cylinder base 6.

[0073] In some examples, one end of the oil guide pipe 7 is connected to the guide assembly 5, and the other end is connected to the oil storage cylinder base 6. In this way, when the piston rod 3 performs a stretching movement, the oil in the stretching chamber 22 of the working cylinder 2 flows into the oil guide pipe 7 through the guide assembly 5, and then flows into the oil storage cylinder base 6 after passing through the oil guide pipe 7, thereby realizing the flow of the oil.

[0074] In some embodiments, the electromagnetic regulating valve assembly 8 , the electromagnetic switch valve assembly 9 and the damping valve assembly 10 are all fixedly disposed on the side of the oil storage cylinder base 6 .

[0075] In some examples, one solenoid regulating valve assembly 8 is provided, and two solenoid switch valve assemblies 9 and damping valve assemblies 10 are provided. The two solenoid switch valve assemblies 9 are respectively a first solenoid switch valve assembly 901 and a second solenoid switch valve assembly 902, and the two damping valve assemblies 10 are respectively a first damping valve assembly 1001 and a second damping valve assembly 1002.

[0076] In some embodiments, the shock absorber includes four working modes: passive working mode, continuously variable damping working mode, tension instantaneous unloading working mode, and compression instantaneous unloading working mode. By adjusting the switching state of the electromagnetic regulating valve assembly 8 and / or the electromagnetic switch valve assembly 9, the working mode of the shock absorber can be switched in real time.

[0077] Specifically, when the shock absorber operates in the passive working mode, the first electromagnetic switch valve assembly 901, the second electromagnetic switch valve assembly 902 and the electromagnetic regulating valve assembly 8 are all in a closed state; when the shock absorber operates in the damping continuously variable working mode, the first electromagnetic switch valve assembly 901 and the second electromagnetic switch valve assembly 902 are both in a closed state, and the electromagnetic regulating valve assembly 8 controls the degree of closure; when the shock absorber operates in the tensile instantaneous unloading working mode, the first electromagnetic switch valve assembly 901 and the electromagnetic regulating valve assembly 8 are both in an open state, and the second electromagnetic switch valve assembly 902 is in a closed state; when the shock absorber operates in the compression instantaneous unloading working mode, the second electromagnetic switch valve assembly 902 and the electromagnetic regulating valve assembly 8 are both in an open state, and the first electromagnetic switch valve assembly 901 is in a closed state.

[0078] A semi-active control shock absorber for rail vehicles provided by the present invention is the first in the field of rail vehicles to integrate the functions of two solenoid valves into the shock absorber body by using an electromagnetic regulating valve assembly and an electromagnetic switch valve assembly, and adjusting the damping oil circuit of the shock absorber valve system. By controlling each solenoid valve, real-time switching of four modes of the shock absorber, namely, passive working mode, continuously variable damping working mode, stretching instantaneous unloading working mode, and compression instantaneous unloading working mode, can be achieved. Timely adjustments can be made to match multiple types of damping requirements, thereby improving the stability and comfort of the rail vehicle operation process.

[0079] In some embodiments, Figure 4 As shown, the electromagnetic regulating valve assembly 8 is threadedly connected to the oil storage cylinder base 6, and the electromagnetic regulating valve assembly 8 includes a magnetic core sub-assembly 81, an inner valve sleeve 82, an upper cover 83, a regulating valve ejector pin 84, a control valve core 85, a flow channel valve core 86, a first regulating valve spring 87 and a second regulating valve spring 88.

[0080] In some embodiments, the magnetic core sub-assembly 81, the inner valve sleeve 82, and the upper cover 83 are all fixedly arranged inside the electromagnetic control valve assembly 8, the control valve ejector pin 84 is arranged inside the magnetic core sub-assembly 81, the inner valve sleeve 82 and the upper cover 83 are arranged at one end of the control valve ejector pin 84 in sequence, the control valve core 85 is arranged between the control valve ejector pin 84 and the inner valve sleeve 82, and the control valve ejector pin 84 and the control valve core 85 are in contact, the flow channel valve core 86 is arranged between the inner valve sleeve 82 and the upper cover 83, the first control valve spring 87 is arranged between the control valve core 85 and the inner valve sleeve 82, and the two ends of the first control valve spring 87 are respectively abutted against the control valve core 85 and the inner valve sleeve 82, the second control valve spring 88 is arranged between the inner valve sleeve 82 and the flow channel valve core 86, and the two ends of the switch valve spring are respectively abutted against the inner valve sleeve 82 and the flow channel valve core 86.

[0081] Specifically, a cavity is provided between the control valve core 85 and the inner valve sleeve 82, and the first regulating valve spring 87 is arranged in the cavity, and one end of the first regulating valve spring 87 is abutted against the control valve core 85, and the other end is abutted against the inner valve sleeve 82; a control oil chamber 89 is provided between the inner valve sleeve 82 and the flow channel valve core 86, and the second regulating valve spring 88 is arranged in the control oil chamber 89, and one end of the second regulating valve spring 88 is abutted against the inner valve sleeve 82, and the other end is abutted against the flow channel valve core 86.

[0082] The electromagnetic regulating valve assembly 8 controls the working state of the magnetic core sub-assembly 81 by controlling the current value of the external power supply to control the advancement of the regulating valve pin 84, thereby controlling the advancement of the control valve core 85, adjusting the internal pressure of the control oil chamber 89, and realizing the control of the advancement of the flow channel valve core 86, so as to achieve the purpose of controlling the flow rate of the internal oil circuit and meet the demand for variable adjustment of the damping force (before using the electromagnetic regulating valve assembly, the damping force of the shock absorber damping valve assembly must be adjusted to the upper limit of the specification).

[0083] For example, when the magnetic core subassembly 81 is energized, the degree of advancement of the regulating valve pin 84 varies depending on the current value, thereby controlling the degree of advancement of the control valve core 85. Under the action of the first regulating valve spring 87, the gap between the control valve core 85 and the inner valve sleeve 82 becomes smaller, and the oil in the shock absorber causes the pressure in the control oil chamber 89 to increase, thereby reducing the degree of opening and closing of the flow channel valve core 86 and the gap between the flow channel valve core 86 and the upper cover 83, thereby achieving control over the change in oil flow rate.

[0084] For example, when the magnetic core sub-assembly 81 is powered off, when the shock absorber runs at a low speed, the internal oil pushes the flow channel valve core 86, overcoming the pressure of the second regulating valve spring 88, so that a gap is generated between the upper cover 83 and the flow channel valve core 86, and the oil can flow back into the shock absorber through this gap channel. At this time, the damping force of the shock absorber is less than the upper limit of the low-speed damping force specification; when the shock absorber runs at a medium or high speed, the control valve core 85 moves to fit the right regulating valve pin 84, and only a small amount of oil flows back to the shock absorber through the gap in the control valve core 85. Due to the combined action of the oil pressure in the shock absorber and the pressure of the second regulating valve spring 88 in the control oil chamber 89, the opening and closing degree of the flow channel valve core 86 will change. At this time, the damping force of the shock absorber can be adjusted by adjusting the parameters of the internal structural parts.

[0085] In some embodiments, Figure 5 As shown, the electromagnetic switch valve assembly 9 is threadedly connected to the oil storage cylinder base 6, and the electromagnetic switch valve assembly 9 includes a magnetic core controller 91, a switch valve fixing seat 92, a switch valve ejector pin 93, a switch valve pin 94, a switch valve top cover 95, a switch valve spring 96 and a switch valve locking nut 97.

[0086] In some embodiments, a switch valve fixing seat 92 is arranged on one side of a magnetic core controller 91, a switch valve pin 93 is arranged inside the magnetic core controller 91 and the switch valve fixing seat 92, a switch valve pin 94 is arranged inside the switch valve fixing seat 92, and the switch valve pin 93 and the switch valve pin 94 are in contact with each other, one end of the switch valve pin 94 extends out of the switch valve fixing seat 92, a switch valve top cover 95 is fixedly connected to the switch valve fixing seat 92, a switch valve spring 96 is arranged between the switch valve top cover 95 and the switch valve fixing seat 92, and two ends of the switch valve spring 96 are respectively abutted against the switch valve top cover 95 and the switch valve pin 94, the switch valve pin 94, the switch valve spring 96, and the switch valve top cover 95 are sequentially arranged at one end of the switch valve pin 93, and a switch valve locking nut 97 is arranged at the other end of the switch valve pin 93.

[0087] Specifically, a cavity is provided between the switch valve top cover 95 and the switch valve fixing seat 92, and the switch valve spring 96 is arranged in the cavity, and one end of the switch valve spring 96 is abutted against the switch valve top cover 95, and the other end is abutted against the part of the switch valve pin 94 extending out of the switch valve fixing seat 92.

[0088] The electromagnetic switch valve assembly 9 controls the opening and closing of the external power supply to adjust the working state of the magnetic core controller 91 to control the advancement of the switch valve ejector needle 93, realize the ejection control of the switch valve pin 94, and further achieve the purpose of controlling the internal oil circuit.

[0089] Illustratively, when the magnetic core controller 91 is powered on, the switch valve pin 93 is driven forward, and after being fitted with the switch valve pin 94, the switch valve pin 94 moves forward to overcome the pressure of the switch valve spring 96, so that a gap is generated between the switch valve pin 94 and the switch valve fixing seat 92, the oil circuit is opened, and the oil flows out of the gap, thereby realizing the flow of the oil.

[0090] For example, when the core controller 91 is powered off, the pressure generated by the switch valve spring 96 and the pressure in the oil push the switch valve pin 94 and the switch valve fixing seat 92 to close, so that the oil cannot flow.

[0091] In some embodiments, Figure 6 As shown, the damping valve assembly 10 includes a damping valve adjusting screw 101 , a damping valve locking nut 102 , a damping valve seat 103 , a damping valve pin 104 and a damping valve spring 105 .

[0092] In some embodiments, the damping valve locking nut 102 is sleeved on the outside of the damping valve adjusting screw 101 and is threadedly connected to the damping valve adjusting screw 101, the damping valve seat 103 is sleeved on the outside of the damping valve pin 104, and the two are movably connected, one end of the damping valve spring 105 is against the damping valve adjusting screw 101, and the other end is against the damping valve pin 104.

[0093] The oil pushes the damping valve pin 104 to move against the pressure of the damping valve spring 105, so that a gap is generated between the damping valve seat 103 and the damping valve pin 104, the oil circuit is opened, and the oil flows out of the gap to realize the flow of the oil; when the oil does not flow, the pressure generated by the damping valve spring 105 pushes the damping valve seat 103 and the damping valve pin 104 to close, so that the oil cannot flow.

[0094] By adjusting the screwing depth of the damping valve adjusting screw 101, the compression degree of the damping valve spring 105, that is, the pressure on the damping valve pin 104, can be controlled, thereby controlling the pressure of the damping valve spring 105 overcome by the oil pushing the damping valve pin 104, thereby achieving the adjustment of the medium and high speed damping force.

[0095] like Figure 7 As shown, a valve pin flow hole 1041 is provided on the damping valve pin 104. By replacing the specification of the damping valve pin 104 and adjusting the aperture of the valve pin flow hole 1041, the low-speed damping force can be adjusted.

[0096] In some embodiments, Figures 8 to 10As shown, the oil storage cylinder base 6 includes an oil guide pipe oil circuit port 611, an oil guide pipe oil circuit 612, a first damping valve oil circuit port 621, a first damping valve oil circuit 622, a second damping valve oil circuit port 631, a second damping valve oil circuit 632, an electromagnetic regulating valve oil circuit port 641, an electromagnetic regulating valve oil circuit 642, a first electromagnetic switch valve oil circuit port 651, a first electromagnetic switch valve oil circuit 652, a second electromagnetic switch valve oil circuit port 1 661, a second electromagnetic switch valve oil circuit port 2 662 and a second electromagnetic switch valve oil circuit 663.

[0097] In some embodiments, the oil pipe 7 is connected to the oil pipe oil passage 611, and the oil pipe oil passage 611 is connected to the oil pipe oil passage 612. Thus, the oil in the oil pipe 7 flows into the oil storage cylinder base 6 through the oil pipe oil passage 611, and then flows into the oil pipe oil passage 612.

[0098] Exemplarily, the oil guide pipe 7 is connected to the oil guide pipe oil passage 611 by means of limited bearing.

[0099] In some embodiments, the first damping valve oil circuit 622, the second damping valve oil circuit 632, the electromagnetic regulating valve oil circuit 642, and the first electromagnetic switch valve oil circuit 652 are all connected to the oil guide pipe oil circuit 612. In this way, the oil flowing into the oil guide pipe oil circuit 612 can also flow into the first damping valve oil circuit 622, the second damping valve oil circuit 632, the electromagnetic regulating valve oil circuit 642, and the first electromagnetic switch valve oil circuit 652.

[0100] In some embodiments, the first damping valve oil passage 621 is connected to the first damping valve oil passage 622, the second damping valve oil passage 631 is connected to the second damping valve oil passage 632, the solenoid regulating valve oil passage 641 is connected to the solenoid regulating valve oil passage 642, and the first solenoid switch valve oil passage 651 is connected to the first solenoid switch valve oil passage 652. In this way, the oil flowing into the first damping valve oil passage 622, the second damping valve oil passage 632, the solenoid regulating valve oil passage 642, and the first solenoid switch valve oil passage 652 can also flow into the first damping valve oil passage 621, the second damping valve oil passage 631, the solenoid regulating valve oil passage 641, and the first solenoid switch valve oil passage 651, respectively.

[0101] In some embodiments, the second electromagnetic switch valve oil passage port 1 661 and the second electromagnetic switch valve oil passage port 2 662 are both connected to the second electromagnetic switch valve oil passage 663. In this way, the oil can flow through the second electromagnetic switch valve oil passage port 1 661, the second electromagnetic switch valve oil passage port 2 662, and the second electromagnetic switch valve oil passage 663.

[0102] In some examples, such as Figure 8As shown, the first damping valve oil passage 621, the second damping valve oil passage 631, and the electromagnetic regulating valve oil passage 641 are arranged on the outer ring of the plane of the oil storage cylinder base 6, the first electromagnetic switch valve oil passage 651 is arranged on the inner ring of the plane of the oil storage cylinder base 6, the second electromagnetic switch valve oil passage 1 661 is arranged on the outer ring of the plane of the oil storage cylinder base 6, and the second electromagnetic switch valve oil passage 2 662 is arranged on the inner ring of the plane of the oil storage cylinder base 6. The first damping valve oil passage 621, the second damping valve oil passage 631, the electromagnetic regulating valve oil passage 641, and the second electromagnetic switch valve oil passage 1 661 are connected to the oil storage chamber 12, and the first electromagnetic switch valve oil passage 651 and the second electromagnetic switch valve oil passage 2 662 are connected to the compression chamber 21 of the working cylinder 2. In this way, the oil flowing into the first damping valve oil circuit port 621, the second damping valve oil circuit port 631, the electromagnetic regulating valve oil circuit port 641, and the second electromagnetic switch valve oil circuit port 1 661 can flow into the oil storage chamber 12, and the oil flowing into the first electromagnetic switch valve oil circuit port 651 and the second electromagnetic switch valve oil circuit port 2 662 can flow into the compression chamber 21 of the working cylinder 2.

[0103] The oil circuit inside the oil storage cylinder base 6 is the core oil channel of the semi-active control shock absorber for rail vehicles provided by the present invention, and is also the main oil circuit for generating damping force and working mode.

[0104] In some embodiments, Fig.11 As shown, the piston valve assembly 4 includes a piston check valve seat 41 , a piston check valve cover 42 , a piston check valve disc 43 and a piston check valve spring 44 .

[0105] In some embodiments, the piston one-way valve seat 41 and the piston one-way valve cover 42 are fixedly connected, the piston one-way valve disc valve 43 is arranged between the piston one-way valve seat 41 and the piston one-way valve cover 42, the piston one-way valve spring 44 is arranged between the piston one-way valve disc valve 43 and the piston one-way valve cover 42, and the two ends of the piston one-way valve spring 44 are respectively against the piston one-way valve disc valve 43 and the piston one-way valve cover 42.

[0106] Specifically, a cavity is provided between the piston one-way valve seat 41 and the piston one-way valve cover 42, and the piston one-way valve disc valve 43 and the piston one-way valve spring 44 are both arranged in the cavity, one end of the piston one-way valve spring 44 is against the piston one-way valve disc valve 43, and the other end is against the piston one-way valve cover 42.

[0107] Due to the internal pressure, the oil in the compression chamber 21 of the working cylinder 2 overcomes the pressure of the piston check valve spring 44 and pushes open the piston check valve disc 43, so that there is a gap between the piston check valve disc 43 and the piston check valve seat 41, and the oil can flow from the compression chamber 21 of the working cylinder 2 into the stretching chamber 22 of the working cylinder 2 through this gap. When the piston valve assembly 4 is not working, there is no gap between the piston check valve disc 43 and the piston check valve seat 41 due to the pressure of the piston check valve spring 44, so the oil in the stretching chamber 22 of the working cylinder 2 cannot flow into the compression chamber 21.

[0108] The piston valve assembly 4 is a one-way valve assembly, which controls the oil to flow from the compression chamber 21 of the working cylinder 2 into the tension chamber 22 of the working cylinder 2, but cannot flow in the reverse direction. The piston valve assembly 4 only controls the flow direction of the oil and has no effect on the damping force.

[0109] In some embodiments, Fig.12 As shown, the shock absorber further includes a base check valve assembly 11 , which includes a base check valve seat 111 , a base check valve cover 112 , a base check valve disc valve 113 and a base check valve spring 114 .

[0110] In some embodiments, the base check valve seat 111 and the base check valve cover 112 are fixedly connected, the base check valve disc valve 113 is arranged between the base check valve seat 111 and the base check valve cover 112, the base check valve spring 114 is arranged between the base check valve disc valve 113 and the base check valve cover 112, and the two ends of the base check valve spring 114 are respectively abutted against the base check valve disc valve 113 and the base check valve cover 112.

[0111] Specifically, a cavity is provided between the base check valve seat 111 and the base check valve cover 112, and the base check valve disc valve 113 and the base check valve spring 114 are both provided in the cavity, one end of the base check valve spring 114 is abutted against the base check valve disc valve 113, and the other end is abutted against the base check valve cover 112.

[0112] Due to the internal pressure, the oil between the oil storage cylinder 1 and the working cylinder 2 passes through the fan-shaped oil inlet of the oil storage cylinder base 6 and overcomes the pressure of the base check valve spring 114 to push open the base check valve disc valve 113, so that there is a gap between the base check valve disc valve 113 and the base check valve seat 111, and the oil can flow from the oil storage chamber 12 of the oil storage cylinder 1 into the compression chamber 21 of the working cylinder 2 through this gap. When the base check valve assembly 11 is not working, due to the pressure of the base check valve spring 114 and the oil pressure in the compression chamber 21 of the working cylinder 2, there is no gap between the base check valve disc valve 113 and the base check valve seat 111, so that the oil in the compression chamber 21 of the working cylinder 2 cannot flow into the oil storage cylinder 1.

[0113] The base check valve assembly 11 is a one-way valve assembly, which controls the oil to flow from the oil storage cylinder 1 into the compression chamber 21 of the working cylinder 2, but cannot flow in the reverse direction. The base check valve assembly 11 only controls the flow direction of the oil and has no effect on the damping force.

[0114] In some embodiments, Fig.13 As shown, the guide assembly 5 includes a guide seat 51 , an oil guide pipe through hole 52 , an oil discharge hole 53 , an oil seal 54 and an oil scraper ring 55 .

[0115] In some embodiments, a cavity is provided inside the guide seat 51, an oil guide pipe through hole 52 is provided on one side of the guide seat 51 and communicates with the cavity inside the guide seat 51, an oil unloading hole 53 is provided on the other side of the guide seat 51, and both ends are respectively connected to the inside and outside of the guide seat 51.

[0116] Exemplarily, the oil guide pipe 7 is inserted into the oil guide pipe through hole 52 , thereby being connected to the guide seat 51 , and further connected to the guide assembly 5 .

[0117] Exemplarily, the oil unloading hole 53 is communicated with the cavity inside the guide seat 51 and also communicated with the outside of the guide seat 51 . The outside of the guide seat 51 is the oil storage chamber 12 , that is, the oil unloading hole 53 is also communicated with the oil storage chamber 12 .

[0118] In some embodiments, the oil seal 54 and the oil scraper ring 55 are both arranged on the inner side of the guide seat 51, and the oil scraper ring 55 is arranged at a position farther away from the working cylinder 2 than the oil seal 54, and the oil unloading hole 53 is arranged between the oil seal 54 and the oil scraper ring 55.

[0119] When the piston rod 3 performs a stretching movement, the oil seal 54 filters most of the residual oil on the surface of the piston rod 3, and this part of the oil flows back to the working cylinder 2; the oil scraper ring 55 filters the residual oil on the surface of the piston rod 3, and this part of the oil flows back to the oil storage chamber 12 through the oil unloading hole 53. The oil seal 54 and the oil scraper ring 55 work together to form a double insurance for the dynamic seal of the shock absorber.

[0120] The working mode of the semi-active control shock absorber for rail vehicles provided by the present invention is described in detail below.

[0121] like Fig.14 As shown, the working principle of the shock absorber is that the acceleration sensor transmits information to the control system, and the control system transmits the current signal to the corresponding electromagnetic regulating valve assembly and / or electromagnetic switch valve assembly to achieve the required working mode.

[0122] 1. Passive working mode

[0123] When the shock absorber operates in the passive working mode, the first electromagnetic switch valve assembly 901, the second electromagnetic switch valve assembly 902 and the electromagnetic regulating valve assembly 8 are all in a closed state.

[0124] 1.1 Piston rod 3 recovery (stretching) stroke

[0125] When the piston rod 3 is in the recovery (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2 all flows into the oil storage cylinder base 6 through the oil guide pipe 7 due to the one-way flow limiting effect of the piston valve assembly 4, and flows back into the oil storage cylinder 1 through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002); at the same time, the compression chamber 21 of the working cylinder 2 is in a negative pressure state. Due to the negative pressure, the oil in the oil storage cylinder 1 flows into the compression chamber 21 of the working cylinder 2 through the base check valve assembly 11, and gradually fills the compression chamber 21 of the working cylinder 2 as the piston valve assembly 4 moves upward.

[0126] 1.2 Compression stroke of piston rod 3

[0127] During the compression stroke of the piston rod 3, the oil in the compression chamber 21 of the working cylinder 2 will not flow into the oil storage cylinder 1 due to the one-way flow limiting effect of the base check valve assembly 11. Due to the positive pressure in the compression chamber 21 of the working cylinder 2, all the oil will flow into the stretching chamber 22 of the working cylinder 2 via the piston valve assembly 4. At the same time, due to the volume of the piston rod 3 itself, the oil in the stretching chamber 22 will flow into the oil storage cylinder base 6 via the oil guide pipe 7, and then flow back into the oil storage cylinder 1 via the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002).

[0128] 1.3 Overview

[0129] During the above-mentioned restoring (stretching) and compressing reciprocating motions, the oil passes through the damping valve assembly 10 (ie, the first damping valve assembly 1001 and the second damping valve assembly 1002 ) to form the damping characteristics of the product.

[0130] 2. Damping continuously variable working mode

[0131] When the shock absorber operates in the damping continuously variable working mode, the first electromagnetic switch valve assembly 901 and the second electromagnetic switch valve assembly 902 are both in a closed state, and the electromagnetic regulating valve assembly 8 controls the degree of closure through an external electronic control system to adjust the oil flow rate to achieve the purpose of continuously variable damping force.

[0132] It should be noted that, in actual use, the first solenoid switch valve assembly 901, the second solenoid switch valve assembly 902 and the solenoid regulating valve assembly 8 are first set to a closed state, and then the damping force values ​​of the first damping valve assembly 1001 and the second damping valve assembly 1002 are adjusted to the upper damping force limit of the shock absorber, and finally, by adjusting the opening and closing degree of the solenoid regulating valve assembly 8, its flow area is adjusted, the damping force is gradually reduced, and finally the damping force is realized to be continuously variable.

[0133] 2.1 Piston rod 3 recovery (stretching) stroke

[0134] When the piston rod 3 is in the recovery (stretching) stroke, the flow process of the internal oil in the passive working mode of the shock absorber continues, but due to the influence of the opening of the electromagnetic regulating valve assembly 8, the oil in the stretching chamber 22 of the working cylinder 2 in part of the oil guide pipe 7 will flow into the oil storage cylinder 1 through the electromagnetic regulating valve assembly 8 after flowing into the oil storage cylinder base 6. Then, the amount of oil flowing through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002) will be reduced, and the damping force value will decrease from the initial damping upper limit force value, and the degree of decrease is determined by the opening and closing degree of the electromagnetic regulating valve assembly 8.

[0135] 2.2 Compression stroke of piston rod 3

[0136] When the piston rod 3 is in compression stroke, the flow process of the internal oil in the passive working mode of the shock absorber continues to be maintained. However, due to the volume of the piston rod itself, part of the oil in the stretching chamber 22 will no longer flow back into the oil storage cylinder 1 through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002), but will flow into the oil storage cylinder 1 through the electromagnetic regulating valve assembly 8. Then, the amount of oil flowing through the electromagnetic regulating valve assembly 8 will be reduced, and the damping force value will decrease from the initial damping upper limit force value. The degree of decrease is determined by the opening and closing degree of the electromagnetic regulating valve assembly 8.

[0137] 2.3 Overview

[0138] During the above-mentioned recovery (stretching) and compression reciprocating motions, the oil flows out through the damping valve assembly 10 (part of it flows out through the electromagnetic regulating valve assembly 8), and the internal oil flow rate can be adjusted by the opening and closing degree of the electromagnetic regulating valve assembly 8 to achieve continuously variable damping force.

[0139] 3. Stretch instantaneous unloading working mode

[0140] When the shock absorber operates in the stretching instantaneous unloading working mode, the first electromagnetic switch valve assembly 901 and the electromagnetic regulating valve assembly 8 are both in an open state, and the second electromagnetic switch valve assembly 902 is in a closed state. The stretching instantaneous unloading working mode can achieve the working requirement that the shock absorber has no damping force when the piston rod 3 is stretched.

[0141] 3.1 Piston rod 3 recovery (stretching) stroke

[0142] When the piston rod 3 is in the recovery (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2 will not flow into the compression chamber 21 due to the one-way flow limiting effect of the piston valve assembly 4, but will flow into the oil storage cylinder base 6 via the oil guide pipe 7. At the same time, this part of the oil will flow back into the compression chamber 21 of the working cylinder 2 via the first electromagnetic switch valve assembly 901. In addition, the electromagnetic regulating valve assembly 8 is in the maximum open state to increase the overall cross-sectional area of ​​the return oil, so as to avoid the compression chamber 21 of the working cylinder 2 from being replenished in time, causing the oil in the oil storage cylinder 1 to enter the oil storage cylinder base 6 via the damping valve assembly 10, thereby avoiding the generation of damping force.

[0143] 3.2 Compression stroke of piston rod 3

[0144] When the piston rod 3 is in the compression stroke, the oil in the compression chamber 21 of the working cylinder 2 will not flow into the oil storage cylinder 1 due to the one-way flow limiting effect of the base check valve assembly 11. Due to the positive pressure in the compression chamber 21 of the working cylinder 2, part of the oil flows into the stretching chamber 22 of the working cylinder 2 via the piston valve assembly 4. Since the piston rod 3 occupies part of the volume of the working cylinder 2, this part of the oil equivalent to the volume of the piston rod will flow into the oil storage cylinder base 6 via the oil guide pipe 7, and flow into the oil storage cylinder 1 through the damping valve assembly 10. This part of the oil will generate a compression damping force value.

[0145] 3.3 Overview

[0146] During the above-mentioned recovery (stretching) and compression reciprocating motion, there is damping force only during compression, and there is no damping force during stretching.

[0147] 4. Compression instantaneous unloading working mode

[0148] When the shock absorber operates in the compression instantaneous unloading working mode, the second electromagnetic switch valve assembly 902 and the electromagnetic regulating valve assembly 8 are both in an open state, and the first electromagnetic switch valve assembly 901 is in a closed state. The compression instantaneous unloading working mode can achieve the working requirement that the shock absorber has no damping force when the piston rod 3 is compressed.

[0149] 4.1 Restoration (stretching) stroke of piston rod 3

[0150] When the piston rod 3 is in the recovery (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2 will not flow into the compression chamber 21 due to the one-way flow limiting effect of the piston valve assembly 4. The oil will flow into the oil storage cylinder base 6 through the oil guide pipe 7. At the same time, this part of the oil will flow back into the oil storage cylinder 1 through the damping valve assembly 10. In addition, the electromagnetic regulating valve assembly 8 is in the open state, and a very small amount of oil will flow into the oil storage cylinder base 6 through the electromagnetic regulating valve assembly 8, and will flow back into the oil storage cylinder 1 through the damping valve assembly 10 again. These two parts of oil will generate a stretching damping force value.

[0151] 4.2 Compression stroke of piston rod 3

[0152] During the compression stroke of the piston rod 3, the oil in the compression chamber 21 of the working cylinder 2 will not flow into the oil storage cylinder 1 due to the one-way flow limiting effect of the base check valve assembly 11. Due to the positive pressure effect, part of the oil in the compression chamber 21 of the working cylinder 2 flows into the stretching chamber 22 of the working cylinder 2 through the piston valve assembly 4. At the same time, part of the oil in the compression chamber 21 enters the second electromagnetic switch valve assembly 902 through the oil passage port of the working cylinder 2 corresponding to the second electromagnetic switch valve assembly 902 in the oil storage cylinder base 6 (i.e., the second electromagnetic switch valve oil passage port 2 662), and flows into the oil storage cylinder 1 from the second electromagnetic switch valve oil passage port 1 661 of the second electromagnetic switch valve assembly 902. In addition, since the piston rod 3 occupies part of the volume of the working cylinder 2, this part of the oil equivalent to the volume of the piston rod will flow into the oil storage cylinder base 6 through the oil guide pipe 7, and flow out to the oil storage cylinder 1 through the electromagnetic regulating valve assembly 8.

[0153] 4.3 Overview

[0154] During the above-mentioned recovery (stretching) and compression reciprocating motion, there is damping force only during stretching, and there is no damping force during compression.

[0155] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Other modifications or equivalent substitutions made to the technical solution of the present invention by ordinary technicians in the field should be included in the scope of the claims of the present invention as long as they do not depart from the spirit and scope of the technical solution of the present invention.

Claims

1. A semi-active control shock absorber for a rail vehicle, characterized in that: include: Oil storage cylinder, working cylinder, piston rod, piston valve assembly, guide assembly, oil storage cylinder base, oil guide pipe, electromagnetic regulating valve assembly, electromagnetic switch valve assembly and damping valve assembly; The oil storage cylinder is sleeved on the outside of the working cylinder, and an oil storage cavity is provided between the oil storage cylinder and the working cylinder; The piston valve assembly is fixedly arranged at one end of the piston rod, and the piston rod and the piston valve assembly are both arranged in the working cylinder. The piston valve assembly moves in the working cylinder through the piston rod, and divides the internal space of the working cylinder into a compression chamber and a stretching chamber; The guide assembly is disposed on one side of the working cylinder, the oil storage cylinder base is disposed on the other side of the oil storage cylinder and the working cylinder, and the oil guide pipe is disposed in the oil storage cavity; The electromagnetic regulating valve assembly, the electromagnetic switch valve assembly and the damping valve assembly are all fixedly arranged on the side of the oil storage cylinder base.

2. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The electromagnetic regulating valve assembly is threadedly connected to the oil storage cylinder base, and the electromagnetic regulating valve assembly includes: A magnetic core sub-assembly, an inner valve sleeve, an upper cover, a regulating valve ejector pin, a control valve core, a flow channel valve core, a first regulating valve spring and a second regulating valve spring; The magnetic core sub-assembly, the inner valve sleeve and the upper cover are all fixedly arranged inside the electromagnetic regulating valve assembly, the regulating valve ejector pin is arranged inside the magnetic core sub-assembly, the inner valve sleeve and the upper cover are sequentially arranged at one end of the regulating valve ejector pin, the control valve core is arranged between the regulating valve ejector pin and the inner valve sleeve, and the regulating valve ejector pin and the control valve core are in contact, the flow channel valve core is arranged between the inner valve sleeve and the upper cover, the first regulating valve spring is arranged between the control valve core and the inner valve sleeve, and the two ends of the first regulating valve spring are respectively abutted against the control valve core and the inner valve sleeve, the second regulating valve spring is arranged between the inner valve sleeve and the flow channel valve core, and the two ends of the second regulating valve spring are respectively abutted against the inner valve sleeve and the flow channel valve core.

3. A semi-active control shock absorber for rail vehicles according to claim 1, characterized in that: The electromagnetic switch valve assembly is threadedly connected to the oil storage cylinder base, and the electromagnetic switch valve assembly includes: A magnetic core controller, a switch valve fixing seat, a switch valve ejector pin, a switch valve pin, a switch valve top cover, a switch valve spring and a switch valve locking nut; The switch valve fixing seat is arranged at one side of the magnetic core controller, the switch valve ejector pin is arranged inside the magnetic core controller and the switch valve fixing seat, the switch valve valve pin is arranged inside the switch valve fixing seat, and the switch valve ejector pin is in contact with the switch valve valve pin, one end of the switch valve valve pin extends out of the switch valve fixing seat, the switch valve top cover is fixedly connected to the switch valve fixing seat, the switch valve spring is arranged between the switch valve top cover and the switch valve fixing seat, and two ends of the switch valve spring are respectively abutted against the switch valve top cover and the switch valve pin, the switch valve valve pin, the switch valve spring and the switch valve top cover are sequentially arranged at one end of the switch valve ejector pin, and the switch valve locking nut is arranged at the other end of the switch valve ejector pin.

4. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The damping valve assembly comprises a damping valve adjusting screw, a damping valve locking nut, a damping valve seat, a damping valve pin and a damping valve spring; The damping valve locking nut is sleeved on the outer side of the damping valve adjusting screw and is threadedly connected to the damping valve adjusting screw. The damping valve seat is sleeved on the outer side of the damping valve pin and the two are movably connected. One end of the damping valve spring is against the damping valve adjusting screw, and the other end is against the damping valve pin.

5. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The oil storage cylinder base includes an oil guide pipe oil passage, an oil guide pipe oil passage, a first damping valve oil passage, a first damping valve oil passage, a second damping valve oil passage, a second damping valve oil passage, an electromagnetic regulating valve oil passage, an electromagnetic regulating valve oil passage, a first electromagnetic switch valve oil passage, a first electromagnetic switch valve oil passage, a second electromagnetic switch valve oil passage 1, a second electromagnetic switch valve oil passage 2, and a second electromagnetic switch valve oil passage; The oil guide pipe is connected to the oil passage opening of the oil guide pipe, and the oil passage opening of the oil guide pipe is in communication with the oil passage of the oil guide pipe; The first damping valve oil circuit, the second damping valve oil circuit, the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil circuit are all connected to the oil guide pipe oil circuit; The first damping valve oil passage is connected to the first damping valve oil passage, the second damping valve oil passage is connected to the second damping valve oil passage, the solenoid regulating valve oil passage is connected to the solenoid regulating valve oil passage, and the first solenoid switch valve oil passage is connected to the first solenoid switch valve oil passage; The oil passage port 1 of the second electromagnetic switch valve and the oil passage port 2 of the second electromagnetic switch valve are both connected to the oil passage of the second electromagnetic switch valve.

6. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The piston valve assembly includes a piston check valve seat, a piston check valve cover, a piston check valve disc valve and a piston check valve spring; The piston one-way valve seat and the piston one-way valve cover are fixedly connected, the piston one-way valve disc valve is arranged between the piston one-way valve seat and the piston one-way valve cover, the piston one-way valve spring is arranged between the piston one-way valve disc valve and the piston one-way valve cover, and the two ends of the piston one-way valve spring are respectively abutted against the piston one-way valve disc valve and the piston one-way valve cover.

7. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: Also included is a base check valve assembly; The base check valve assembly includes a base check valve seat, a base check valve cover, a base check valve disc valve and a base check valve spring; The base check valve seat and the base check valve cover are fixedly connected, the base check valve disc valve is arranged between the base check valve seat and the base check valve cover, the base check valve spring is arranged between the base check valve disc valve and the base check valve cover, and the two ends of the base check valve spring are respectively abutted against the base check valve disc valve and the base check valve cover.

8. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The guide assembly includes a guide seat, an oil guide pipe through hole, an oil discharge hole, an oil seal and an oil scraper ring; The guide seat is provided with a cavity inside, the oil guide pipe through hole is provided on one side of the guide seat and communicates with the cavity inside the guide seat, and the oil discharge hole is provided on the other side of the guide seat, and the two ends thereof are respectively communicated with the inside and the outside of the guide seat; The oil seal and the oil scraper ring are both arranged on the inner side of the guide seat, and the oil scraper ring is arranged at a position farther away from the working cylinder than the oil seal, and the oil unloading hole is arranged between the oil seal and the oil scraper ring.

9. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: One end of the oil guide pipe is connected to the guide assembly, and the other end is connected to the oil storage cylinder base.

10. A semi-active control shock absorber for rail vehicles as claimed in claim 1, characterized in that: The electromagnetic regulating valve assembly is provided with one, and the electromagnetic switch valve assembly and the damping valve assembly are provided with two each.

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