Novel rotary oil damper for rail transit

Abstract

The novel rotary oil damper comprises an oil storage barrel, an end cover assembly, a rotary arm, a rotary shaft assembly and a fixed blade assembly, the rotary shaft assembly and the fixed blade assembly are installed in the oil storage barrel, and the end cover assembly is installed at the upper end of the oil storage barrel. One end of the rotating shaft assembly penetrates out of the end cover assembly and is rigidly and fixedly connected with the rotating arm; the rotating shaft assembly comprises a rotating shaft vertically inserted in the oil storage barrel and rotating blades symmetrically installed on the two sides of the rotating shaft, and the two fixed blades and the two rotating blades of the fixed blade assembly divide the interior of the oil storage barrel into four closed independent cavities. The outer edge of the rotating blade is an arc-shaped face and is tightly attached to the inner wall of the oil storage barrel. In this way, the radial supporting problem of the shock absorber can be solved; the problem of sealing abrasion after long-term use of the product is solved; the product maintenance period is prolonged.

Description

Technical Field

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

[0002] At present, most of the hydraulic shock absorbers used in railway vehicles are reciprocating type. As shown below Figure 1 it can be seen that it is divided into an internal working cylinder and an external oil storage cylinder. The piston rod of the reciprocating shock absorber is a component that occupies the oil space. Therefore, an oil storage cylinder is required to accommodate the excess oil discharged from the working cylinder or supplement the insufficient oil in the working cylinder. The function of the working cylinder is to generate high and low pressure chambers, and then the oil generates damping under the action of pressure through the damping valve. The reciprocating shock absorber has the following disadvantages: Since the piston rod occupies part of the space, the volume change of the high and low pressure chambers is inconsistent; in the compression stage, it is easy for the oil to flow back to the oil storage cylinder too much, and even a vacuum may occur due to insufficient oil; in the stretching stage, the oil storage cylinder is required to replenish oil; moreover, the heat dissipation path of the heat generated by the working cylinder is complex and the efficiency is low; in addition, it is necessary to find a suitable installation position according to the installation length of the shock absorber.

[0003] Although the existing rotary shock absorbers have improved the disadvantages of the reciprocating shock absorbers to a certain extent, there are still many problems to be solved. First of all, in terms of radial support, the internal structure design of the existing rotary shock absorbers is difficult to provide sufficient and stable radial support; secondly, in terms of sealing performance and reliability in long-term use, the seals used in the existing rotary shock absorbers are prone to wear and aging after long-term operation due to factors such as frequent friction, oil erosion, and temperature changes; furthermore, the maintenance period of the existing rotary shock absorbers is short, which reduces the use efficiency of the shock absorbers and the operation efficiency of railway vehicles.

[0004] 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

[0005] The main technical problem to be solved by the present invention is to provide a novel rotary hydraulic shock absorber for rail transit, solve the radial support problem of the shock absorber; solve the problem of seal wear under long-term use of the product; extend the product maintenance period.

[0006] To solve the above technical problems, a technical solution adopted by the present invention is: to provide a novel rotary hydraulic 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 oil storage barrel is internally provided with a rotary shaft assembly and a fixed vane assembly. An end cover assembly is installed at the upper end of the oil storage barrel. One end of the rotary shaft assembly passes through the end cover assembly and is rigidly fixedly connected to the rotary arm. The rotary shaft assembly includes a rotary shaft vertically inserted into the oil storage barrel and rotary vanes symmetrically installed on both sides of the rotary shaft. The two fixed vanes of the fixed vane assembly and the rotary vanes divide the interior of the oil storage barrel into four sealed independent cavities. The outer edge of the rotary vane is an arc surface and is closely attached to the inner wall of the oil storage barrel.

[0007] Preferably, the rotary vane is designed with a widened structure, and widened portions are provided at the ends of the rotary vane extending towards both sides.

[0008] Preferably, the rotary vane is made of a high-strength material.

[0009] Preferably, one end of the rotary shaft is connected to the geometric center position at the bottom of the oil storage barrel, and the other end of the rotary shaft passes through the end cover assembly.

[0010] Preferably, the rotary shaft assembly further includes a damping valve system, and the damping valve systems communicating adjacent two independent cavities are installed on both of the rotary vanes.

[0011] Preferably, pressure equalizing oil channels communicating two symmetric independent cavities are provided on the rotary shaft.

[0012] Preferably, the two fixed vanes are symmetrically and fixedly installed in the oil storage barrel. The two fixed vanes and the rotary vanes are staggeredly distributed, and the two fixed vanes and the rotary vanes are all centered on the rotary shaft.

[0013] Preferably, one end of the rotary arm is provided with a rotary shaft installation hole. The outer end of the rotary shaft installation hole is designed with an opening, and a connecting ear is provided extending outward from the opening side end. Locking installation holes are provided on the two connecting ears, and a keyway is further provided inside the rotary shaft installation hole.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] In terms of sealing, the outer edge of the rotary vane is closely attached to the inner wall of the oil storage barrel to ensure the sealing performance, thereby reducing the use of sealing components on the rotary vane and eliminating the wear and aging phenomena caused by factors such as frequent friction, oil erosion, and temperature change after long-term use of the sealing parts.

[0016] In terms of radial support, stable radial support is provided by increasing the width of the rotary vane and improving the shape of the end of the rotary vane, solving the problem of radial support of the shock absorber.

[0017] In terms of the product maintenance cycle, by reducing the use of seals and optimizing the internal structure and materials, the product maintenance cycle is extended, the maintenance cost is reduced, the use efficiency and economic benefits of the product are improved, and the labor, material and time costs are saved;

[0018] In terms of heat dissipation, 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, ensuring the performance stability of the shock absorber during long-term operation;

[0019] In terms of installation, compared with the reciprocating shock absorber, the longitudinal installation length of the rotary shock absorber basically does not affect 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;

[0020] In terms of the internal structure, compared with the reciprocating shock absorber, when the rotary shock absorber is working, there are no components occupying the oil space, so there is no need for a structure similar to an oil storage cylinder. Therefore, there is no need for an airbag for the rotary shock absorber used for lateral vibration damping, and for the rotary shock absorber used for vertical vibration damping, the phenomenon of oil emulsification is avoided due to the direct contact between the oil and air being avoided. Description of the Drawings

[0021] Figure 1 It is a schematic structural diagram of a reciprocating shock absorber.

[0022] Figure 2 It is a schematic structural diagram of a new type of rotary oil pressure shock absorber for rail transit.

[0023] Figure 3 It is a vertical sectional view of a new type of rotary oil pressure shock absorber for rail transit.

[0024] Figure 4 It is a horizontal sectional view of a new type of rotary oil pressure shock absorber for rail transit.

[0025] Figure 5 It is a schematic internal structure diagram of a new type of rotary oil pressure shock absorber for rail transit.

[0026] Figure 6 It is a schematic diagram of the rotary arm structure of a new type of rotary oil pressure shock absorber for rail transit.

[0027] Among them, 1. Oil storage barrel, 2. End cover assembly, 3. Rotary arm, 30. Rotating shaft installation hole, 31. Connecting ear, 32. Locking installation hole, 33. Keyway, 4. Rotary shaft assembly, 41. Rotating shaft, 42. Rotating blade, 420. Widening part, 43. Damping valve system, 5. Fixed blade assembly. Detailed implementation manners

[0028] 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.

[0029] Please refer to Figures 2 to 6 , the embodiments of the present invention include:

[0030] A new type of rotary oil pressure 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.

[0031] The inside of the oil storage barrel 1 is equipped with a rotary shaft assembly 4 and a fixed vane assembly 5. An end cover assembly 2 is installed at the upper end of the oil storage barrel 1. The oil storage barrel 1 and the end cover assembly 2 are fixedly connected by bolts. The inside of the oil storage barrel 1 is filled with hydraulic oil. One end of the rotary shaft assembly 4 passes through the end cover assembly 2 and is rigidly and fixedly connected to the rotary arm 3.

[0032] Installation holes are precisely provided at the bottom corner positions of the oil storage barrel 1, and can be stably 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.

[0033] The rotary shaft assembly 4 includes a rotating shaft 41 vertically inserted into the oil storage barrel 1 and rotating vanes 42 symmetrically installed on both sides of the rotating shaft 41. One end of the rotating shaft 41 is connected to the geometric center position at the bottom of the oil storage barrel 1. The other end of the rotating shaft 41 passes through the end cover assembly 2. The rotating vanes 42 are designed with a widened shape. At the end of the rotating vanes 42, that is, the end close to the inner wall of the oil storage barrel 1, widened portions 420 extend towards both sides, which is used to increase the relative area between the rotating vanes 42 and the inner wall of the oil storage barrel 1. The outer edge of the rotating vanes 42 is an arc surface and is in close contact with the inner wall of the oil storage barrel 1. The ends of the rotating vanes 42 "bulge", and the width becomes larger at the end close to the inner wall of the oil storage barrel. The edges of the vanes are in close contact with the inner wall of the oil storage cylinder, so that the contact area between the rotating vanes and the inner wall of the oil storage cylinder will become larger, thereby providing more stable radial support.

[0034] The rotating vanes 42 are made of high-strength materials, which can reduce the deterioration of the damping effect of the shock absorber caused by structural damage.

[0035] Damping valve systems 43 for connecting adjacent two independent cavities are installed on both of the two rotating vanes 42, which generate damping force when the oil passes through. Through the internal precise structure and fluid channels, when there is a pressure difference between different independent cavities, the controllable flow of the oil is realized, and the adjustment function of the damping is exerted.

[0036] The fixed vane assembly 5 includes two fixed vanes, which are symmetrically and fixedly installed in the oil storage barrel 1. The two fixed vanes and the rotating vanes 42 of the rotating shaft assembly 4 are staggeredly distributed. Both the two fixed vanes and the rotating vanes 42 are centered on the rotating shaft 41 of the rotating shaft assembly 4, dividing the interior of the oil storage barrel 1 into four sealed independent cavities. The rotating shaft 41 is provided with pressure equalizing oil channels respectively communicating with two symmetric independent cavities.

[0037] One end of the rotating arm 3 is provided with a rotating shaft mounting hole 30. The outer end of the rotating shaft mounting hole 30 is designed with an opening, and a connecting ear 31 extends outward from the opening side end. Locking mounting holes 32 are provided on the two connecting ears 31. A keyway 33 is also opened inside the rotating shaft mounting hole 30. When installing the rotating arm 3, the rotating shaft mounting hole 30 is sleeved on the rotating shaft 41 of the rotating shaft assembly 4, an anti-rotation key is placed in the keyway 33, and a rotating arm bolt passes through the locking mounting hole 32 and is tightened. A gasket and a rotating arm nut are successively sleeved on the rotating shaft 41, and the nut is tightened. At this time, the rotating shaft 41 is rigidly and fixedly connected to one end of the rotating arm 3, effectively transmitting the torque and motion during the operation of the shock absorber.

[0038] When the novel rotating oil pressure shock absorber for rail transit of the present invention is working, when the suspension of the vehicle has a displacement, it will drive the rotating arm 3 to perform a rotational motion, and then make the rotating shaft assembly 4 rotate synchronously. As the rotating shaft 41 rotates, the rotating vanes 42 connected thereto also rotate accordingly. When the rotating vanes 42 rotate with the rotating shaft 41 to a certain angle, the volumes of the originally equal-sized four 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 43 under the action of the pressure difference. When the hydraulic oil passes through the damping valve system 43, a damping force will be generated. This damping force first acts on the rotating vanes 42 and is transmitted to the rotating shaft 41, and then is transmitted to the rotating arm 3 through the rotating shaft 41, and then transmitted to the vehicle.

[0039] The novel rotating oil pressure shock absorber for rail transit of the present invention can solve the problem of radial support of the shock absorber; solve the problem of seal wear under long-term use of the product; and extend the product maintenance cycle.

[0040] 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 similarly included in the patent protection scope of the present invention.

Claims

1. A novel rotary hydraulic shock absorber for rail transit, characterized in that: It includes an oil storage barrel (1), an end cover assembly (2), a rotating arm (3), a rotating shaft assembly (4) and a fixed blade assembly (5). The oil storage barrel (1) is internally provided with the rotating shaft assembly (4) and the fixed blade assembly (5). The upper end of the oil storage barrel (1) is installed with the end cover assembly (2). One end of the rotating shaft assembly (4) passes through the end cover assembly (2) and is rigidly and fixedly connected to the rotating arm (3); the rotating shaft assembly (4) includes a rotating shaft (41) vertically inserted into the oil storage barrel (1) and rotating blades (42) symmetrically installed on both sides of the rotating shaft (41). The two fixed blades of the fixed blade assembly (5) and the rotating blades (42) divide the interior of the oil storage barrel (1) into four closed independent cavities. The outer edge of the rotating blade (42) is an arc surface and is closely attached to the inner wall of the oil storage barrel (1).

2. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: The rotating blade (42) has a widened design, and widened portions (420) are provided at the ends of the rotating blade (42) extending towards both sides.

3. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: The rotating blade (42) is made of a high-strength material.

4. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: One end of the rotating shaft (41) is connected to the geometric center position at the bottom of the oil storage barrel (1), and the other end of the rotating shaft (41) passes through the end cover assembly (2).

5. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: The rotating shaft assembly (4) further includes a damping valve system (43), and the damping valve system (43) communicating with adjacent two independent cavities is installed on both of the rotating blades (42).

6. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: Pressure equalizing oil channels communicating with two symmetric independent cavities are provided on the rotating shaft (41).

7. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: The two fixed blades are symmetrically and fixedly installed in the oil storage barrel (1). The two fixed blades and the rotating blades (42) are staggeredly distributed, and both the two fixed blades and the rotating blades (42) are centered on the rotating shaft (41).

8. A novel rotary hydraulic shock absorber for rail transit according to claim 1, characterized in that: One end of the rotating arm (3) is provided with a rotating shaft mounting hole (30). The outer end of the rotating shaft mounting hole (30) is designed with an opening, and a connecting ear (31) extends outwards from the opening side end. Locking mounting holes (32) are provided on the two connecting ears (31), and a keyway (33) is further provided inside the rotating shaft mounting hole (30).

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