Self-powered electro-hydraulic buffer system for high-speed train

Abstract

The application belongs to the technical field of gas-liquid buffer, and particularly relates to a self-powered gas-liquid buffer system of a high-speed train, which comprises a plunger, an isolation piston, a front cylinder barrel, an end cover, a rear cylinder barrel, a generator, a power generation valve group, a proportional throttle valve, a displacement sensor, a pressure sensor, an electronic control unit (ECU) and an inner piston rod. The plunger and the rear cylinder barrel are connected with two carriages respectively, absorb longitudinal impact in acceleration and deceleration processes, compress nitrogen in a gas cavity A to realize elastic buffer, realize damping buffer through a damping hole, detect plunger displacement data through the displacement sensor, detect oil cavity D hydraulic pressure through the pressure sensor, and independently process and control through the ECU. In normal operation, the proportional throttle valve is adjusted to realize variable damping, and the generator is driven by an impeller to generate power. When overload occurs, overload protection is realized through movement of a valve core. The system is internally provided with a power generation module and a proportional throttle valve, can independently realize local dynamic damping adjustment, and can realize overload protection.

Description

Technical Field

[0001] This application belongs to the field of gas-liquid buffer technology, specifically relating to a high-speed train self-powered gas-liquid buffer system. Background Technology

[0002] Air-liquid dampers are located between the carriages of a high-speed train and are primarily responsible for absorbing longitudinal impacts between the carriages, improving comfort and ensuring train safety. They are a key component of high-speed trains. Due to limitations in energy supply, existing air-liquid dampers in high-speed trains lack adaptive adjustment of damping force and intelligent sensing of operating status, hindering performance improvements and intelligent upgrades of high-speed trains. Summary of the Invention

[0003] To address the energy supply challenge of gas-liquid dampers, this invention proposes a self-powered gas-liquid damping system for high-speed trains. This system converts impact energy into electrical energy by integrating an impeller and generator set, achieves continuous damping control through an integrated proportional throttle valve, and incorporates an overload protection device to extend service life. The technical solution is as follows:

[0004] A high-speed train self-powered gas-liquid buffer system includes a plunger, an isolation piston, a front cylinder, an end cover, a rear cylinder, a generator, a generator valve assembly, a proportional throttle valve, a displacement sensor, a pressure sensor, an electronic control unit (ECU), and an inner piston rod. The isolation piston divides the internal cavity of the plunger into a gas chamber A and an oil chamber B. The bottom piston structure of the plunger divides the internal cavity of the front cylinder into a gas chamber C and an oil chamber D. Gas chamber A is pre-filled with nitrogen, and gas chamber C is connected to the outside atmosphere. One end of the plunger with the bottom piston structure is located inside the front cylinder. An end cover is provided on the opposite end face of the rear cylinder. The inner piston rod is located inside the front cylinder and is mounted on the end cover and the bottom piston structure of the plunger. The generator valve assembly, proportional throttle valve, displacement sensor, and pressure sensor are all installed on the mounting port inside the end cover. The generator is mounted on the internal parts of the generator valve assembly. The electronic control unit (ECU) is connected to the generator.

[0005] Preferably, the end cap is provided with a first oil passage, a second oil passage, a third oil passage, and a fourth oil passage. The first oil passage connects the generator valve assembly and the proportional throttle valve, the second oil passage connects the proportional throttle valve and the displacement sensor, the third oil passage connects the displacement sensor and the internal cavity of the inner piston rod, and the fourth oil passage connects the generator valve assembly and the displacement sensor.

[0006] Preferably, the end cap and the rear cylinder form a cavity E; the generator, the electronic control unit (ECU), the proportional throttle valve, the displacement sensor, and the pressure sensor are partially located within the cavity E, and the rear cylinder is provided with a connecting lug structure.

[0007] Preferably, the generator valve assembly includes a valve bottom end cover, a front bearing, an impeller, a valve core, a rear bearing, a rear cover plate, and a spring; the end cover has a valve assembly front mounting port, a generator mounting port, an inner circular surface, a first oil passage, a proportional throttle valve mounting port, a second oil passage, a displacement sensor mounting port, a pressure sensor mounting port, a third oil passage, an inner piston rod mounting port, and a fourth oil passage; the impeller has a flat slot hole, an impeller shaft, and blades; the valve core has an outer stepped surface, a radial hole, an outer oil cavity wall, an inner conical surface, and an inner cylindrical surface; the valve bottom end cover is fixedly installed in the valve assembly front mounting port, the valve core is located in the inner circular surface, and the rear cover plate is fixedly installed in the... The generator has a mounting port with its outer circumferential surface and inner cylindrical surface mating together. The generator is mounted on the rear cover plate. A spring is positioned between the outer stepped surface and the rear cover plate. The front bearing is positioned between the valve bottom cover and the impeller shaft, and the rear bearing is positioned between the impeller shaft and the rear cover plate. The flat slot hole mates with the flat slot structure at the front end of the generator shaft. The proportional throttle valve is mounted in the proportional throttle valve mounting port, the displacement sensor is mounted in the displacement sensor mounting port, the pressure sensor is mounted in the pressure sensor mounting port, and the inner piston rod is mounted in the inner piston rod mounting port. The electronic control unit (ECU) receives and controls signals from the proportional throttle valve, displacement sensor, and pressure sensor.

[0008] Preferably, the clevis structure of the plunger and the rear cylinder is connected to the two carriages respectively, absorbing the longitudinal impact during the relative motion of the train during acceleration and deceleration. Elastic buffering is achieved through nitrogen in the compressed air chamber A, and damping buffering is achieved through the damping orifice. The system detects the plunger displacement data through a displacement sensor and continuously detects the hydraulic pressure in the oil chamber D through a pressure sensor, and transmits them to the electronic control unit (ECU). The ECU has the function of autonomous operation. When operating normally, the system achieves variable damping function by adjusting the proportional throttle valve and achieves power generation function by driving the generator through the impeller. When overloaded, the overload protection function is achieved by changing the oil flow through the movement of the valve core.

[0009] Preferably, the damping adjustment function is as follows: When the external load force is within the limit range, during normal operation, the inner cone surface is sealed with the valve bottom cover, and the oil cannot flow through. At this time, the radial hole is connected to the first oil passage, and the oil flows into the first oil passage, the second oil passage, and the third oil passage gradually through the radial hole. The damping adjustment process is completed through the proportional throttle valve. The sensor detects the plunger displacement data and the hydraulic pressure of the oil chamber D, and transmits the signal to the electronic control unit (ECU). The ECU then adjusts the opening of the proportional throttle valve in real time according to the working conditions to change the damping magnitude.

[0010] Preferably, in the power generation state: when the train load is within the limit range and the train is working normally, the compression speed is low, which is suitable for power generation. The inner cone surface is sealed with the bottom cover of the valve, and the oil cannot flow through this point. The oil is forced to flow through the impeller. Then, the oil drives the impeller to rotate through the through hole of the bottom cover of the valve. In turn, the impeller drives the generator to rotate coaxially to generate electricity. The subsequent electrical energy will be stored to power the system's electronic control components.

[0011] Preferably, in the overload protection state: In the overload state, as can be seen from the pressure difference-flow formula, the oil flow rate on the left side of the valve core is faster. At this time, the oil pressure is greater than the spring preload, the valve core moves to the right, and the inner cone surface and the valve bottom end cover mating surface are connected, and the oil enters the fourth oil passage. At the same time, due to the rightward movement of the valve core, the oil port between the radial hole and the first oil passage is closed. At this time, the oil only generates a fixed damping effect through the slender hole of the fourth oil passage. The overload protection state prevents the external load force from being too large, which could cause damage to some components of the system.

[0012] Preferably, the autonomous operation function: the electrical energy generated by the generator valve group is controlled by the electronic control unit (ECU) and stored in the internal battery pack. The ECU has analog signal acquisition, output control and communication interfaces. It can acquire signals from pressure sensors and displacement sensors, and can output PWM current to drive the proportional throttle valve to control the throttle damping.

[0013] Compared with the prior art, the beneficial effects of this application are as follows:

[0014] 1. The integrated built-in power generation module eliminates the need for external power supply, reducing the impact of power cable failures.

[0015] 2. Built-in proportional throttle valve with variable damping enables local dynamic damping adjustment, reducing control delay caused by communication delay with the main control computer.

[0016] 3. The overload protection valve core provides overload cut-off protection for the power generation module, maintaining the stability of the device. Attached Figure Description

[0017] Figure 1 This is an overall sectional view;

[0018] Figure 2(a) is a sectional view of the end cap;

[0019] Figure 2(b) is an isometric view of the end cap;

[0020] Figure 3(a) is a schematic diagram of the working principle of the generator valve group under normal conditions;

[0021] Figure 3(b) is a schematic diagram of the working principle of the generator valve group under overload condition;

[0022] Figure 4 Isometric drawing of the impeller;

[0023] Figure 5(a) is an isometric view of the valve core;

[0024] Figure 5(b) is a cross-sectional view of the valve core.

[0025] In the picture:

[0026] 1-Plunger, 2-Isolation piston, 3-Front cylinder, 4-End cap, 5-Rear cylinder, 6-Generator, 7-Generator valve assembly, 8-Proportional throttle valve, 9-Displacement sensor, 10-Pressure sensor, 11-Electronic control unit (ECU), 12-Inner piston rod;

[0027] 4.1 - Valve assembly front mounting port, 4.2 - Generator mounting port, 4.3 - Inner circular surface, 4.4 - First oil passage, 4.5 - Proportional throttle valve mounting port, 4.6 - Second oil passage, 4.7 - Displacement sensor mounting port, 4.8 - Pressure sensor mounting port, 4.9 - Third oil passage, 4.10 - Inner piston rod mounting port, 4.11 - Fourth oil passage;

[0028] 701-Valve bottom cover, 702-Front bearing, 703-Impeller, 704-Valve core, 705-Rear bearing, 706-Rear cover plate, 707-Spring;

[0029] 703.1 - Flat slot hole, 703.2 - Impeller shaft, 703.3 - Blade;

[0030] 704.1 - Outer stepped surface, 704.2 - Radial hole, 704.3 - Outer oil cavity wall, 704.4 - Inner conical surface, 704.5 - Inner cylindrical surface. Detailed Implementation

[0031] The technical solution of this application will be described in detail below with reference to specific embodiments and accompanying drawings. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of this application, rather than limitations thereof. Specific technical features can be combined with each other.

[0032] A high-speed train self-powered gas-liquid buffer system includes a plunger 1, an isolation piston 2, a front cylinder 3, an end cover 4, a rear cylinder 5, a generator 6, a generator valve assembly 7, a proportional throttle valve 8, a displacement sensor 9, a pressure sensor 10, an electronic control unit (ECU) 11, and an inner piston rod 12. The isolation piston 2 divides the internal cavity of the plunger 1 into a gas chamber A and an oil chamber B. The bottom piston structure of the plunger 1 divides the internal cavity of the front cylinder 3 into a gas chamber C and an oil chamber D. The gas chamber A is pre-filled with nitrogen, and the gas chamber C is connected to the outside atmosphere. One end of the plunger 1 with the bottom piston structure is located inside the front cylinder 3. The rear cylinder 5 has an end cover 4 on the opposite side of the front cylinder 3. The inner piston rod 12 is located inside the front cylinder 3 and is mounted on the end cover 4 and the bottom piston structure of the plunger 1. The generator valve assembly 7, the proportional throttle valve 8, the displacement sensor 9, and the pressure sensor 10 are all installed on the mounting port inside the end cover 4. The generator 6 is installed on the internal parts of the generator valve assembly 7.

[0033] The end cap 4 is provided with a first oil passage 4.4, a second oil passage 4.6, a third oil passage 4.9, and a fourth oil passage 4.11; the first oil passage 4.4 connects the generator valve group 7 and the proportional throttle valve 8, the second oil passage 4.6 connects the proportional throttle valve 8 and the displacement sensor 9, the third oil passage 4.9 connects the displacement sensor 9 and the internal cavity of the inner piston rod 12, and the fourth oil passage 4.11 connects the generator valve group 7 and the displacement sensor 9.

[0034] The end cap 4 and the rear cylinder 5 form a cavity E; the generator 6, the electronic control unit ECU 11, the proportional throttle valve 8, the displacement sensor 9, and the pressure sensor 10 are partially located in the cavity E, and the rear cylinder 5 is provided with a connecting lug structure.

[0035] The generator valve assembly includes a valve bottom cover 701, a front bearing 702, an impeller 703, a valve core 704, a rear bearing 705, a rear cover plate 706, and a spring 707.

[0036] The impeller 703 has a flat slot 703.1, an impeller shaft 703.2, and blades 703.3.

[0037] The valve core 704 has an outer stepped surface 704.1, a radial hole 704.2, an outer oil cavity wall 704.3, an inner conical surface 704.4, and an inner cylindrical surface 704.5.

[0038] The end cover 4 is provided with a valve assembly front mounting port 4.1, a generator mounting port 4.2, an inner circular surface 4.3, a first oil passage 4.4, a proportional throttle valve mounting port 4.5, a second oil passage 4.6, a displacement sensor mounting port 4.7, a pressure sensor mounting port 4.8, a third oil passage 4.9, an inner piston rod mounting port 4.10, and a fourth oil passage 4.11.

[0039] The valve bottom cover 701 is fixedly installed at the front mounting port 4.1 of the valve assembly. The valve core 704 is located in the inner circular surface 4.3. The rear cover plate 706 is fixedly installed at the generator mounting port 4.2, and its front outer circumferential surface mates with the inner cylindrical surface 704.5. The generator 6 is installed on the rear cover plate 706. The spring 707 is located between the outer stepped surface 704.1 and the rear cover plate 706. The front bearing 702 is located between the valve bottom cover 701 and the impeller shaft 703.2. The rear bearing 705 is located between the impeller shaft 703.2 and the rear cover plate 706. The flat slot hole 703.1 is connected to the generator 6. The shaft front end has a flat groove structure for fitting. The proportional throttle valve 8 is installed in the proportional throttle valve mounting port 4.5, the displacement sensor 9 is installed in the displacement sensor mounting port 4.7, the pressure sensor 10 is installed in the pressure sensor mounting port 4.8, and the inner piston rod 12 is installed in the inner piston rod mounting port 4.10. The electronic control unit ECU11 is connected to the generator 6 and receives and controls the signals from the proportional throttle valve 8, the displacement sensor 9, and the pressure sensor 10. The generator 6, the proportional throttle valve 8, the displacement sensor 9, the pressure sensor 10, and the electronic control unit ECU11 are all located inside the cavity E.

[0040] The plunger 1 and the rear cylinder 5 are connected to the two carriages respectively by the lug structure, absorbing the longitudinal impact during the relative motion of the train during acceleration and deceleration. When the distance between the train carriages decreases and the external load force is within the limit range, the inner cone surface 704.4 and the valve bottom cover 701 are sealed together, and the oil cannot flow through. At this time, the radial hole 704.2 is connected to the first oil passage 4.4, which drives the impeller 703 to rotate and thus drives the generator 6 to generate electricity, thereby storing the electrical energy. At this time, the oil only flows into the first oil passage 4.4, the second oil passage 4.6, and the third oil passage 4.9 gradually through the radial hole 704.2, and completes the damping adjustment process through the proportional throttle valve 8, and is transmitted through displacement. Sensor 9 detects plunger displacement data. During the process, pressure sensor 10 continuously detects the hydraulic pressure in oil chamber D. Displacement sensor 9 and pressure sensor 10 transmit signals to the electronic control unit ECU 11, thereby achieving autonomous adjustment, and then the oil enters oil chamber B. When the external load force exceeds the limit range, valve core 704 moves to the right. At this time, radial hole 704.2 is misaligned with first oil passage 4.4, inner conical surface 704.4 and valve bottom cover 701 are separated, and outer oil chamber wall 704.3 and fourth oil passage 4.11 form a connected oil passage. The oil enters oil chamber B through fourth oil passage 4.11, third oil passage 4.9 and the internal cavity of inner piston rod 12.

[0041] The isolating piston 2 isolates the gas chamber A and the oil chamber B and provides a seal. The oil in the oil chamber B pushes the isolating piston 2 to compress the nitrogen in the gas chamber A, providing elastic force to the system. In a self-powered pneumatic-hydraulic buffer system, when subjected to external load forces, the distance between the plunger and the cylinder is compressed. Oil flows from the oil chamber D into the oil chamber B, where damping provides a damping buffer effect, and pre-charged nitrogen provides an elastic buffer effect. Both work together to buffer the external impact from the load, thereby improving comfort.

[0042] A self-powered gas-liquid buffer system mainly has the following functions:

[0043] Stroke and displacement monitoring functions: Displacement sensor 9 and pressure sensor 10 monitor the piston stroke and oil chamber D pressure of the buffer system respectively, and send them to the electronic control unit ECU11 to calculate the displacement and force values.

[0044] Power generation state: When the train load is within the limit range and the normal operating state is normal, the compression speed is low, which is suitable for power generation. The power generation valve group 7 is in the working state shown in Figure 3(a). At this time, the oil pushes the impeller 703 to rotate through the through hole of the valve bottom cover 701. Then the impeller 703 drives the generator 6 to rotate coaxially to generate electricity. The subsequent electrical energy will be stored to power the system's electronic control components.

[0045] Damping adjustment function: Under normal operating conditions, the oil pressure on the left side of valve core 704 is relatively low, insufficient to overcome the preload of spring 707 on the right side. The inner conical surface 704.4 seals against the valve bottom cover 701, preventing oil flow at this point. The oil is forced to flow through impeller 703 and then enters the first oil passage 4.4 through the radial hole 704.2 of valve core 704. After passing through proportional throttle valve 8, the oil flows through the second oil passage 4.6 into the third oil passage 4.9. The opening area of ​​proportional throttle valve 8 is controlled by the electronic control unit ECU11, thereby achieving variable damping function and changing the damping buffering effect. Subsequently, the oil flows into oil chamber B and compresses nitrogen in air chamber A, generating elastic buffering.

[0046] Overload Protection State: In the overload state, according to the pressure difference-flow formula, the oil flow rate on the left side of valve core 704 is faster. At this time, the oil pressure is greater than the preload force of spring 707, valve core 704 moves to the right, and the inner cone surface 704.4 and the mating surface of valve bottom cover 701 are connected, and the oil enters the fourth oil passage 4.11. At the same time, due to the rightward movement of the valve core, the oil port between radial hole 704.2 and first oil passage 4.4 is closed. At this time, the oil only generates a fixed damping effect through the slender hole of the fourth oil passage 4.11, and then the oil flows into oil chamber B, compressing nitrogen in gas chamber A. The nitrogen is compressed and absorbs energy, generating an elastic buffering effect. The overload protection state prevents the proportional throttle valve 8 and other components in the system from being damaged due to large external load forces.

[0047] (5) Autonomous operation function: The electrical energy generated by the generator valve group 7 is controlled by the electronic control unit ECU11 and stored in the internal battery pack. The electronic control unit ECU11 has analog signal acquisition, output control and communication interface. In this patent, it acquires the signals of the pressure sensor 10 and the displacement sensor 9, and can output PWM current to drive the proportional throttle valve 8 to control the throttle damping.

[0048] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A high-speed train self-powered electro-hydraulic buffer system, characterized in that, The piston, the isolation piston, the front cylinder, the end cover, the rear cylinder, the generator, the generator valve group, the proportional throttle valve, the displacement sensor, the pressure sensor, the electronic control unit ECU and the inner piston rod are included; the isolation piston divides the internal cavity of the piston into the air cavity A and the oil cavity B, the bottom piston structure of the piston divides the internal cavity of the front cylinder into the air cavity C and the oil cavity D, wherein the air cavity A is pre-charged with nitrogen, and the air cavity C is communicated with the outside atmosphere; one end of the piston with the bottom piston structure is located in the front cylinder, the end cover is arranged on the end face of the opposite side of the rear cylinder to the front cylinder, the inner piston rod is located in the front cylinder and arranged on the end cover and the bottom piston structure of the piston, the generator valve group, the proportional throttle valve, the displacement sensor and the pressure sensor are all mounted on the internal mounting port of the end cover, the generator is mounted on the internal part of the generator valve group, and the electronic control unit ECU is connected with the generator; The generator valve group includes the valve bottom end cover, the front bearing, the impeller, the valve core, the rear bearing, the rear cover plate and the spring; the end cover is provided with the valve group front mounting port, the generator mounting port, the inner circular face, the first oil channel, the proportional throttle valve mounting port, the second oil channel, the displacement sensor mounting port, the pressure sensor mounting port, the third oil channel, the inner piston rod mounting port and the fourth oil channel; the impeller has the flat slot hole, the impeller shaft and the blade; the valve core has the outer step face, the radial hole, the outer oil cavity wall, the inner tapered face and the inner cylindrical face; the valve bottom end cover is fixedly mounted on the valve group front mounting port, the valve core is located in the inner circular face, the rear cover plate is fixedly mounted on the generator mounting port and cooperated with the inner cylindrical face at the front end outer circumferential face, the generator is mounted on the rear cover plate, the spring is arranged between the outer step face and the rear cover plate, the front bearing is arranged between the valve bottom end cover and the impeller shaft, the rear bearing is arranged between the impeller shaft and the rear cover plate, the flat slot hole is cooperated with the flat slot structure at the front end of the generator shaft, the proportional throttle valve is mounted on the proportional throttle valve mounting port, the displacement sensor is mounted on the displacement sensor mounting port, the pressure sensor is mounted on the pressure sensor mounting port, the inner piston rod is mounted on the inner piston rod mounting port, and the electronic control unit ECU receives and controls the signals of the proportional throttle valve, the displacement sensor and the pressure sensor.

2. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 1, wherein, The first oil channel, the second oil channel, the third oil channel and the fourth oil channel are arranged on the end cover; the first oil channel is communicated between the generator valve group and the proportional throttle valve, the second oil channel is communicated between the proportional throttle valve and the displacement sensor, the third oil channel is communicated between the displacement sensor and the internal cavity of the inner piston rod, and the fourth oil channel is communicated between the generator valve group and the displacement sensor.

3. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 1, wherein, The end cover and the rear cylinder surround the cavity E; the generator, the electronic control unit ECU, the proportional throttle valve, the displacement sensor and the pressure sensor are partially located in the cavity E, and the connecting ear ring structure is arranged on the rear cylinder.

4. The self-powered electro-hydraulic buffer system of a high-speed train according to any one of claims 1-3, characterized in that, The plunger and the ear structure of the rear cylinder are connected with two carriages respectively, absorbing the longitudinal impact when the relative motion of the train acceleration and deceleration process, realizing the elastic buffer through the compression of nitrogen in the air cavity A, realizing the damping buffer through the damping hole, the system detects the plunger displacement data through the displacement sensor, and the oil cavity D is always detected by the pressure sensor, and is transmitted to the electronic control unit ECU respectively, and the electronic control unit ECU has the function of autonomous operation; When working normally, the system realizes the variable damping function through the adjusting proportional throttle valve, and realizes the power generation function through the impeller driven generator; When overload, the oil flow is changed by the movement of the valve core to realize the overload protection function.

5. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 4, characterized in that, Damping adjustment function: when the external load force is within the limit range, the normal work, the inner conical surface and the valve bottom end cover sealing cooperation, oil liquid cannot flow through, at this time the radial hole and the first oil channel are connected, the oil liquid is only gradually flowed into the first oil channel, the second oil channel and the third oil channel by the radial hole, and the damping adjustment process is completed through the proportional throttle valve, and the plunger displacement data and the oil cavity D are detected by the sensor and transmitted to the electronic control unit ECU, and the electronic control unit ECU adjusts the opening of the proportional throttle valve according to the working condition to change the damping size.

6. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 4, wherein, Power generation state: when the train load force is within the limit range, the normal work, the compression speed is low, which is suitable for power generation, the inner conical surface and the valve bottom end cover sealing cooperation, the sealing cooperation place oil liquid cannot flow, the oil liquid is forced to flow through the impeller, and then the oil liquid is pushed by the through hole of the valve bottom end cover to rotate the impeller, and then the impeller drives the generator to rotate coaxially to generate electricity, and the subsequent electric energy will be stored to supply energy for the electronic control elements in the system.

7. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 4, wherein, Overload protection state: under the overload state, according to the pressure-flow formula, the oil flow rate on the left side of the valve core is fast, the oil pressure is greater than the spring pre-tightening force at this time, the valve core moves to the right, the inner conical surface and the valve bottom end cover cooperate with the surface, and the oil liquid enters the fourth oil channel. At the same time, due to the right movement of the valve core, the oil port between the radial hole and the first oil channel is closed, and at this time the oil liquid only passes through the fixed damping effect of the long hole of the fourth oil channel, and the overload protection state prevents the external load force from damaging part of the system elements.

8. The self-powered electro-hydraulic buffer system of a high-speed train according to claim 4, wherein, Self operation function: the electric energy generated by the power generation valve group is stored in the internal battery group controlled by the electronic control unit ECU, the electronic control unit ECU has analog quantity acquisition, output control and communication interface, which collects the signals of the pressure sensor and displacement sensor, and can output PWM current to drive the proportional throttle valve to control the throttle damping.

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