Rotary shock absorber for rail transit

Abstract

The rotary shock absorber comprises an oil storage barrel and an end cover assembly, the top of the oil storage barrel is connected with the end cover assembly through a bolt, a rotating shaft assembly is installed in the oil storage barrel, and the end, penetrating out of the end cover assembly, of the rotating shaft assembly is rigidly and fixedly connected with a rotating arm. The rotating shaft assembly comprises a rotating shaft, rotating blades and door-shaped seals, the two rotating blades are attached to the rotating shaft, the door-shaped seals are arranged on the outer side faces of the two rotating blades, two fixed blade assemblies are symmetrically arranged on the inner wall of the oil storage barrel, and the fixed blade assemblies are sleeved with frame-shaped seals. The two rotating blades and the two fixed blade assemblies are distributed in a cross shape, and the space formed by the end cover assembly and the oil storage barrel is divided into four independent cavities which are equal in size and sealed. By means of the mode, the sealing problem of an existing rotating blade can be solved, the problem of oil liquid temperature rise expansion of a product is solved, and the problem of overlarge load during high-speed rotation is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of hydraulic components, and particularly to a rotary shock absorber for rail transit. Background Art

[0002] At present, most of the hydraulic shock absorbers used in railway vehicles are reciprocating type. During the operation of the vehicle, the shock absorber piston is subjected to the tensile and compressive forces of the load and moves relative to the cylinder barrel. As the piston moves, the chamber volume changes, forming a high and low pressure difference, which causes the oil to flow from the high-pressure chamber to the low-pressure chamber through the damping valve system under the action of the pressure difference. However, since the piston rod occupies part of the space, the volume changes of the high and low pressure chambers are inconsistent. In the compression stage, it is easy for the oil to flow back to the oil storage cylinder in excessive amounts, and even a vacuum may occur due to insufficient oil. In the stretching stage, the oil storage cylinder needs to supply oil. Moreover, the heat generated by the working cylinder needs to pass through the working cylinder wall, the oil storage cylinder and the wall of the oil storage cylinder in sequence to dissipate heat to the outside. The heat dissipation path is complex and the efficiency is low. In addition, when installing a reciprocating shock absorber, the straight-line length of two nodes in the longitudinal space and the diameter of the dust cover in the transverse space need to be considered. And since the length of the shock absorber after installation will affect its damping characteristics, it is necessary to find a suitable installation position according to the installation length of the shock absorber.

[0003] For the existing rotary shock absorbers, there are problems such as easy leakage of oil caused by the volume expansion of the oil due to the increase in oil temperature after long-term operation, unstable damping force caused by the inability of the rotating vane to achieve circumferential sealing resulting in internal oil leakage, and excessive load when the shock absorber rotates at high speed. In view of this, we propose a rotary hydraulic shock absorber for rail transit, aiming to solve the existing problems and improve the shock absorption performance of railway vehicles. Summary of the Invention

[0004] The main technical problem to be solved by the present invention is to provide a rotary shock absorber for rail transit, to solve the previous problem of the sealing of the rotating vane; to solve the problem of oil temperature rise and expansion of the product; and to solve the problem of excessive load during high-speed rotation.

[0005] To solve the above technical problems, a technical solution adopted by the present invention is to provide a rotary shock absorber for rail transit, which includes an oil storage barrel, an end cover assembly, a rotary arm, a rotary shaft assembly and a fixed vane assembly. The top of the oil storage barrel is connected to the end cover assembly by bolts, and the inside of the oil storage barrel is filled with hydraulic oil. The rotary shaft assembly is installed inside the oil storage barrel, and one end of the rotary shaft assembly passing through the end cover assembly is rigidly and fixedly connected to one end of the rotary arm. The rotary shaft assembly includes a rotary shaft, rotary vanes and a door-shaped seal. Two rotary vanes are attached to the rotary shaft, and door-shaped seals for enhancing the sealing performance are provided on the outer sides of the two rotary vanes. Two fixed vane assemblies are symmetrically arranged on the inner wall of the oil storage barrel, and frame-shaped seals for enhancing the sealing performance are sleeved on the fixed vane assemblies. The two rotary vanes and the two fixed vane assemblies are distributed in a cross shape, dividing the space formed by the end cover assembly and the oil storage barrel into four independent and closed cavities with equal sizes.

[0006] Preferably, damping valve systems for communicating adjacent two independent cavities are provided on the two rotary vanes.

[0007] Preferably, pressure equalizing oil channels for respectively communicating two symmetric independent cavities are provided on the rotary shaft.

[0008] Preferably, the rotary shaft assembly further includes a pressure relief shaft, a fixed shaft and a spring. A pressure relief cavity is axially provided on the rotary shaft, the pressure relief shaft is installed in the pressure relief cavity, the fixed shaft for sealing the pressure relief cavity is installed at the top of the rotary shaft, the pressure relief shaft is elastically connected to the fixed shaft by the spring, and the pressure relief cavity communicates with one of the pressure equalizing oil channels.

[0009] Preferably, a self-compensating seal assembly is provided at each of the connections between the rotary shaft and the bottom of the oil storage barrel and the end cover assembly.

[0010] Preferably, the self-compensating seal assembly uses a sealing ring.

[0011] Preferably, mounting holes are precisely provided at the corner positions of the bottom of the oil storage barrel and are firmly connected to the frame of the railway vehicle through connecting devices.

[0012] Preferably, concave grooves communicating with each other are provided on the outer side, upper and lower bottom surfaces of the rotary vane, and door-shaped seals are installed in the concave grooves. The grooves at the upper and lower bottom surfaces of the rotary vane include a rectangular concave groove and a circular concave groove connected in sequence. The rectangular concave groove communicates with the concave groove on the outer side of the rotary vane, and the circular concave groove is provided to prevent the door-shaped seal from falling off.

[0013] Compared with the prior art, the beneficial effects of the present invention are:

[0014] In terms of sealing, the problems of the rotating vane seal existing in the previous rotary shock absorbers are effectively solved through the door-type seal and the frame-type seal, improving the working reliability and stability of the shock absorber, and reducing the decline of the shock absorption effect and the damage to other vehicle components caused by poor sealing performance;

[0015] In terms of heat dissipation and expansion control, the oil can directly dissipate heat through the barrel wall of the oil storage barrel, with a shorter heat dissipation path and higher heat dissipation efficiency. Moreover, the use of the pressure relief shaft in combination with the spring can effectively reduce the pressure in the oil storage barrel when the oil expands due to heat, effectively avoiding a series of problems caused by the volume expansion of the oil due to the increase in oil temperature, such as oil leakage and changes in the damping characteristics of the shock absorber, ensuring the stable performance of the shock absorber during long-term operation;

[0016] In terms of load bearing, through the optimization of the sealing and internal structure and principle, it can better bear and disperse the load when subjected to high-frequency vibration, reducing the damage to the internal components of the shock absorber caused by excessive load, extending the service life of the shock absorber, and improving the safety of vehicle operation at the same time;

[0017] In terms of installation, compared with the reciprocating shock absorber, the longitudinal installation length of the rotary shock absorber basically has no impact on the damping performance of the shock absorber. Therefore, the connecting rod length can be flexibly adjusted according to the size of the installation space without being restricted by the straight-line length between the two nodes. The installation is more flexible and convenient, and the diameter of the connecting rod is much smaller than the diameter of the dust cover, which can adapt to more different installation position requirements. Description of the Drawings

[0018] Figure 1 It is a schematic structural diagram of a rotary shock absorber for rail transit.

[0019] Figure 2 It is a schematic internal structure diagram of a rotary shock absorber for rail transit.

[0020] Figure 3 It is a transverse sectional view of a rotary shock absorber for rail transit.

[0021] Figure 4 It is a vertical sectional view of a rotary shock absorber for rail transit.

[0022] Among them, 1. Oil storage barrel, 2. End cover assembly, 3. Rotating arm, 4. Rotating shaft assembly, 400. Rotating shaft, 401. Rotating vane, 402. Door-type seal, 403. Damper valve system, 404. Self-compensating seal, 405. Pressure relief shaft, 406. Fixed shaft, 407. Spring, 408. Equalizing oil passage, 5. Fixed vane assembly, 501. Frame-type seal. Detailed Implementation Modes

[0023] The following elaborates on the preferred embodiments of the present invention in conjunction with the accompanying drawings, so that the advantages and features of the invention can be more easily understood by those skilled in the art, thereby making the protection scope of the present invention more clearly defined.

[0024] Please refer to Figures 1 to 4 , the embodiments of the present invention include:

[0025] A rotary shock absorber for rail transit, which includes an oil storage barrel 1, an end cover assembly 2, a rotary arm 3, a rotary shaft assembly 4, and a fixed vane assembly 5.

[0026] Installation holes are precisely provided at the bottom corner positions of the oil storage barrel 1, and can be firmly connected to the frame of the railway vehicle through connecting devices such as bolts and nuts, providing a stable installation foundation for the rotary shock absorber.

[0027] The top of the oil storage barrel 1 is connected to the end cover assembly 2 by bolts. During operation, the inside of the oil storage barrel 1 is filled with hydraulic oil.

[0028] The inside of the oil storage barrel 1 is equipped with a rotary shaft assembly 4 and a fixed vane assembly 5. The rotary shaft assembly 4 includes a rotary shaft 400, rotary vanes 401, a door-shaped seal 402, a damping valve system 403, a self-compensating seal 404, a pressure relief shaft 405, a fixed shaft 406, and a spring 407. Two rotary vanes 401 are attached to the rotary shaft 400. A door-shaped seal 402 for enhancing the sealing performance is provided on the outer side surfaces of the two rotary vanes 401. Concave grooves that communicate with each other are formed on the outer side surface and the upper and lower bottom surfaces of the rotary vane 401. The door-shaped seal 402 is installed in the concave grooves. The grooves at the upper and lower bottom surfaces of the rotary vane 401 include a rectangular concave groove and a circular concave groove that are connected in sequence. The rectangular concave groove communicates with the concave groove on the outer side surface of the rotary vane 401. The circular concave groove is provided to prevent the door-shaped seal 402 from falling off. One end of the rotary shaft 400 close to the rotary vane 401 is connected to the geometric center position inside the oil storage barrel 1. The other end of the rotary shaft 400 passes through the end cover assembly 2 and is rigidly fixedly connected to one end of the rotary arm 3 through a rotary arm bolt and a rotary arm nut, effectively transmitting the torque and motion during the operation of the shock absorber.

[0029] Two fixed vane assemblies 5 are symmetrically arranged on the inner wall of the oil storage barrel 1. A frame-shaped seal 501 for enhancing the sealing performance is sleeved on the fixed vane assembly 5. When the rotary arm 3 is fixedly installed on the top of the oil storage barrel 1, the two rotary vanes 401 on the rotary shaft 400 and the two fixed vane assemblies 5 on the inner wall of the oil storage barrel 1 divide the space formed by the end cover assembly 2 and the oil storage barrel 1 into four independent and sealed cavities of equal size. From the cross-section parallel to the bottom surface of the oil storage barrel 1, the two rotary vanes 401 and the two fixed vane assemblies 5 are distributed in a cross shape.

[0030] An equalizing oil passage 408 communicating with two independent cavities symmetrically is provided on the rotating shaft 400.

[0031] Damping valve systems 403 are provided on the two rotating vanes 401. The two independent cavities adjacent to the vanes are communicated through the damping valve systems 403. Through the precise structure and fluid channels inside the damping valve systems 403, controllable flow of oil is achieved when there is a pressure difference between different cavities, and the adjustment function of vibration damping is exerted.

[0032] A self-compensating seal assembly 404 is provided at the connection between the rotating shaft 400 and the bottom of the oil storage barrel 1 and the end cover assembly 2. The self-compensating seal assembly 404 can adopt a sealing ring. The self-compensating seal assembly 404 can communicate the four cavities in the oil storage barrel 1 when the instantaneous swing amplitude of the rotating vane 401 is large, reduce the pressure difference between the high-pressure cavity and the low-pressure cavity, and thus prevent rigid damage of the product.

[0033] A pressure relief cavity is axially provided on the rotating shaft 400. A pressure relief shaft 405 is installed in the pressure relief cavity. A fixed shaft 406 for sealing the pressure relief cavity is installed at the top of the rotating shaft 400. The pressure relief shaft 405 is elastically connected to the fixed shaft through a spring 407. The cooperation of the pressure relief shaft 405 and the spring 405 can avoid the problem of oil leakage caused by excessive pressure in the cavity due to the increase in temperature and volume expansion of the oil after absorbing a large amount of mechanical energy. In addition, one of the equalizing oil passages 408 communicates with the pressure relief cavity.

[0034] When the rotary shock absorber for rail transit of the present invention is working, when the suspension of the vehicle has displacement, it will drive the rotary arm 3 to perform rotary motion, and then make the rotary shaft assembly 4 rotate synchronously. As the rotary shaft 400 rotates, the rotary vane 401 connected thereto also rotates accordingly. When the rotary vane 401 rotates with the rotary shaft 400 to a certain angle, the volumes of the four originally equal-sized independent cavities will change accordingly, thus forming two high-pressure cavities and two low-pressure cavities. At this time, the hydraulic oil in the high-pressure cavity will flow into the low-pressure cavity through the damping valve system 403 under the action of the pressure difference. During the process of the hydraulic oil passing through the damping valve system 403, a damping force will be generated. This damping force first acts on the rotary vane 401 and is transmitted to the rotary shaft 400, and then is transmitted to the vehicle through the rotary shaft 400 and then to the rotary arm 3; when the shock absorber is subjected to a large instantaneous load, the rotary shaft 400 will drive the rotary vane 401 to generate a large instantaneous swing amplitude, which will cause the high-pressure cavity and the low-pressure cavity to generate an excessive pressure difference in a short time. At this time, the self-compensating seal 404 is compressed under the action of the pressure, and then a gap is generated, so that the four cavities in the oil storage barrel 1 are communicated, reducing the pressure difference between the high-pressure cavity and the low-pressure cavity and preventing the product from rigid damage; when the temperature of the hydraulic oil in the shock absorber rises and the volume expands, resulting in an increase in the pressure in the oil storage barrel 1, the oil will push up the relief shaft 405 inside the rotary shaft assembly 4, thereby reducing the internal pressure of the oil storage barrel 1 and avoiding problems such as oil leakage; when the temperature of the hydraulic oil decreases and the volume decreases, the relief shaft 405 will be pushed downward by the spring to replenish the hydraulic oil in the cavity back into the oil storage barrel 1, thus realizing the problem of the change in the pressure of the oil storage barrel 1 caused by the volume change of the hydraulic oil at different temperatures.

[0035] The rotary shock absorber for rail transit of the present invention can solve the problems of the sealing of the rotating vane in the past, the problem of the temperature rise and expansion of the product oil, and the problem of excessive load during high-speed rotation.

[0036] The above are only the embodiments of the present invention, and do not limit the patent scope of the present invention accordingly. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, shall be included in the patent protection scope of the present invention by the same token.

Claims

1. A rotary vibration absorber for rail transportation, characterized in that: It includes an oil storage barrel, an end cover assembly, a rotating arm, a rotating shaft assembly and a fixed blade assembly. The top of the oil storage barrel is connected to the end cover assembly by bolts. The oil storage barrel is filled with hydraulic oil. The oil storage barrel is equipped with a rotating shaft assembly. One end of the rotating shaft assembly passes through the end cover assembly and is rigidly fixedly connected to one end of the rotating arm. The rotating shaft assembly includes a rotating shaft, a rotating blade and a door-type seal. Two rotating blades are attached to the rotating shaft. The outer sides of the two rotating blades are provided with a door-type seal for enhancing the sealing. Two fixed blade assemblies are symmetrically arranged on the inner wall of the oil storage barrel. A frame-type seal for enhancing the sealing is mounted on the fixed blade assembly. The two rotating blades and the two fixed blade assemblies are distributed in a cross shape, dividing the space formed by the end cover assembly and the oil storage barrel into four equal-sized and sealed independent cavities.

2. A rotary vibration absorber for rail transportation according to claim 1, characterized in that: The two rotating blades are provided with a damping valve system communicating with two adjacent independent cavities.

3. A rotary vibration absorber for rail transportation according to claim 1, characterized in that: The rotating shaft is provided with pressure equalizing oil passages respectively communicating with two symmetrical independent cavities.

4. A rotary vibration absorber for rail transit according to claim 3, characterized in that: The rotating shaft assembly also includes a pressure relief shaft, a fixed shaft and a spring. A pressure relief cavity is axially arranged on the rotating shaft, and the pressure relief cavity is equipped with the pressure relief shaft. A fixed shaft that seals the pressure relief cavity is installed on the top of the rotating shaft. The pressure relief shaft is elastically connected to the fixed shaft through a spring, and the pressure relief cavity is connected to one of the pressure equalizing oil passages.

5. A rotary vibration absorber for rail transportation according to claim 1, characterized in that: A self-compensating sealing component is respectively arranged at the connection between the rotating shaft and the bottom of the oil storage barrel and the end cover assembly.

6. A rotary vibration absorber for rail transportation according to claim 5, characterized in that: The self-compensating sealing component adopts a sealing ring.

7. A rotary vibration absorber for rail transportation according to claim 1, characterized in that: The bottom corners of the oil storage barrel are precisely provided with mounting holes, which are firmly connected to the railway vehicle frame through connecting devices.

8. The rotary vibration absorber for rail transportation according to claim 1, characterized in that: The outer side surface and the upper and lower bottom surfaces of the rotating blade are provided with interconnected concave grooves, and a door-type seal is installed in the concave groove. The groove grooves at the upper and lower bottom surfaces of the rotating blade include a rectangular concave groove and a circular concave groove connected in sequence. The rectangular concave groove is connected to the concave groove on the outer side surface of the rotating blade. The circular concave groove is provided to prevent the door-type seal from falling off.

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