Variable damping shock absorber and railway vehicle

Abstract

The invention discloses a variable damping shock absorber and a railway vehicle, and relates to the technical field of dampers, the shock absorber comprises a cylinder body assembly, a piston assembly and a valve assembly, and the cylinder body assembly is internally provided with a piston cavity and an oil storage cavity. The piston assembly is movably arranged in the piston cavity and is divided into a rod cavity and a rodless cavity, a first one-way valve structure leading to the rodless cavity from the oil storage cavity is arranged in the cylinder body assembly, and a second one-way valve structure leading to the rod cavity from the rodless cavity is arranged on the piston assembly. The valve assembly is arranged on an oil way between the rod cavity and the oil storage cavity and has a low-damping mode and a high-damping mode, in the low-damping mode, the rod cavity is controlled to be communicated with the oil storage cavity through the low-damping oil way, and in the high-damping mode, the rod cavity is controlled to be communicated with the oil storage cavity through the high-damping oil way. According to the shock absorber, the transverse damping between the vehicle head body and the bogie can be flexibly adjusted according to the position of the vehicle head and the vibration working condition in the vehicle running process, and the requirements for stability and comfort under different working conditions are met.

Description

Technical Field

[0001] This invention belongs to the field of damper technology, specifically a variable damping shock absorber and a rail vehicle. Background Technology

[0002] Currently, hydraulic vibration dampers are widely used in the field of rail transit vehicle suspension. They can attenuate high and low frequency vibrations caused by irregularities on the wheel surface, unevenness of the track, curves and wind resistance during vehicle operation, thereby ensuring the safe and stable operation of the vehicle on the track.

[0003] Traditional high-speed trains have vibration dampers installed between each car and the bogie to mitigate lateral impact vibrations. These damping parameters are obtained through compromises based on factors such as train design speed, track quality, and vehicle parameters. The damping parameters are singular, and the damping frequency band is limited. The damping effect is only effective within specific operating conditions.

[0004] However, high-speed trains can travel in two directions and need to change direction after reaching their destination. As a result, the front of the train at both ends of the track vehicle acts as the front end when traveling in one direction, but becomes the back end when returning and changing direction. Because the airflow and vibration experienced when traveling as the front end and the back end are quite different, the existing damping shock absorbers are difficult to meet the vibration reduction requirements of the train when changing direction. Sometimes, local swaying and vibration occur, and even accidents such as vehicle instability and derailment may occur. This problem urgently needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to provide a variable damping shock absorber and a rail vehicle that can meet the needs of rail vehicles to adjust lateral damping under different operating conditions to maintain stable operation.

[0006] To achieve the above objectives, the present invention provides the following technical solution: In a first aspect, the present invention provides a variable damping shock absorber for the front of a rail vehicle. The front includes a front body and multiple bogies, each bogie being rotatably connected to the bottom of the front body. The variable damping shock absorber includes: The cylinder assembly contains a piston chamber and an oil reservoir. The piston assembly is movably disposed within the piston chamber and is divided into a rod chamber and a rodless chamber. The cylinder assembly has a first one-way valve structure that leads from the oil reservoir to the rodless chamber, and the piston assembly has a second one-way valve structure that leads from the rodless chamber to the rod chamber. A valve assembly is disposed in the oil passage between the rod chamber and the oil reservoir. The valve assembly has at least a low-damping mode and a high-damping mode. In the low-damping mode, the rod chamber is controlled to communicate with the oil reservoir through the low-damping oil passage. In the high-damping mode, the rod chamber is controlled to communicate with the oil reservoir through the high-damping oil passage. One of the cylinder block assembly and the piston assembly is used to connect to the front body of the train, and the other is used to connect to the adjacent bogie. When the front body is at the front end, the valve assembly switches to a high-damping mode, and when the front body is at the rear end, the valve assembly switches to a low-damping mode to adjust the lateral damping between the front body and the bogie.

[0007] As a further embodiment of the present invention, the valve assembly includes a directional valve, a low-damping valve, and a high-damping valve. The directional valve has the function of switching between low-damping mode and high-damping mode, and the inlet of the directional valve is connected to the rod chamber. In low-damping mode, the outlet of the directional valve is connected to the inlet of the low-damping valve, and the outlet of the low-damping valve is connected to the oil reservoir. In high-damping mode, the outlet of the directional valve is connected to the inlet of the high-damping valve, and the outlet of the high-damping valve is connected to the oil reservoir.

[0008] As a further embodiment of the present invention, the valve assembly also includes a pressure relief valve, and at least one pressure relief valve is connected in parallel on the pipeline of the low-damping valve. And / or, at least one pressure relief valve is connected in parallel on the pipeline of the high-damping valve.

[0009] As a further embodiment of the present invention, the cylinder assembly includes a cylinder seat, an outer cylinder, an inner cylinder, and a cylinder head. One side of the cylinder seat has an annular groove, one end of the outer cylinder is connected to the side of the cylinder seat with the annular groove, and the other end is connected to the cylinder head. The inner cylinder is sleeved inside the outer cylinder and forms an oil storage chamber between them. The inner cylinder and the annular groove have a first one-way valve structure, and the annular groove is connected to the oil storage chamber. The piston chamber is located inside the inner cylinder, and the valve assembly is mounted on the cylinder seat.

[0010] As a further aspect of the present invention, it also includes: The flow guide assembly has a return oil passage inside the cylinder seat, and the inlet of the return oil passage is connected to the outlet of the low-damping oil passage and the high-damping oil passage. When the variable damping shock absorber is in use, the outlet of the return oil circuit is located at the bottom and is connected to the oil storage chamber; the flow guiding component is located in the lower part of the oil storage chamber and has an oil groove with the opening facing downward. One side of the oil groove is connected to the outlet of the return oil circuit, and the oil groove is connected to the annular groove.

[0011] As a further embodiment of the present invention, the flow guiding assembly includes a mounting plate, a top plate, and a side plate, with the mounting plate abutting between the inner cylinder and the cylinder seat; The top plate is located at the bottom of the oil storage chamber and is connected to the mounting plate at one end. The upper end of the side plate is connected to the periphery of the top plate to form an oil groove, and a preset gap is left between the lower end of the side plate and the inner wall of the oil storage chamber.

[0012] As a further embodiment of the present invention, during the compression stroke of the variable damping shock absorber, the oil from the return oil outlet enters the oil tank and is discharged into the oil storage chamber through a preset gap, thereby reducing the oil-gas mixture bubbles generated by the collision and tumbling at the interface between the oil and air in the oil storage chamber. When the variable damping shock absorber extends, the oil in the reservoir enters the oil groove through a preset gap to isolate air bubbles, and then enters the annular groove and enters the rodless chamber through the first one-way valve structure.

[0013] As a further embodiment of the present invention, the inner cylinder includes an inner cylinder body, an end plate, a first valve plate and an elastic fastener, and the end of the inner cylinder body is connected to the cylinder seat through the end plate. The end plate has a first flow channel, and the first valve plate is pressed against the end of the end plate near the inner cylinder body by an elastic fastener to unidirectionally block the first flow channel along the direction from the rodless cavity to the annular groove.

[0014] As a further embodiment of the present invention, the piston assembly includes a rod, a piston, a second valve plate, and a stop cover, wherein the piston is connected to the end of the rod and cooperates with the piston chamber; The piston has a second flow channel. The second valve plate abuts against the piston near the end of the rod body through a cover and an elastic ring to unidirectionally block the second flow channel in the direction from the rod chamber to the rodless chamber.

[0015] In a second aspect, the present invention also provides a rail vehicle, including a head unit, which includes a head unit body, a plurality of bogies and a variable damping shock absorber of any one of the first aspects provided, wherein one of a cylinder assembly and a piston assembly is connected to the head unit body and the other is connected to the corresponding bogie.

[0016] As a further embodiment of the present invention, it also includes: The controller, which is connected to the valve assembly, controls the valve assembly to switch to a high-damping mode when the front of the vehicle is traveling at the front, and to switch to a low-damping mode when the front of the vehicle is traveling at the rear.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: the variable damping shock absorber includes a cylinder assembly, a piston assembly, and a valve assembly. A piston chamber and an oil reservoir are provided within the cylinder assembly, and the piston assembly is movably disposed within the piston chamber, which is divided into a rod chamber and a rodless chamber. A first one-way valve structure is provided within the cylinder assembly, connecting the oil reservoir to the rodless chamber, and a second one-way valve structure is provided on the piston assembly, connecting the rodless chamber to the rod chamber. The valve assembly is disposed in the oil passage between the rod chamber and the oil reservoir, and the valve assembly has at least one... The device features both low-damping and high-damping modes. In low-damping mode, the control rod chamber is connected to the oil reservoir via a low-damping oil circuit. In high-damping mode, the control rod chamber is connected to the oil reservoir via a high-damping oil circuit. One of the cylinder assembly and piston assembly is connected to the front of the vehicle, and the other is connected to a nearby bogie. When the front of the vehicle is in the forward position, the valve assembly switches to high-damping mode; when the front of the vehicle is in the rear position, the valve assembly switches to low-damping mode to adjust the lateral damping between the front of the vehicle and the bogie. Therefore, the variable-damping shock absorber provided by this invention can flexibly adjust the lateral damping between the front of the vehicle and the bogie according to the position and vibration conditions of the front of the vehicle during operation, adapting to different damping adjustment requirements when the front of the vehicle is in the forward or rear position, and meeting the requirements for stability and comfort under different operating conditions. Attached Figure Description

[0018] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram of the structure of the variable damping vibration damper provided by the present invention; Figure 2 for Figure 1 A schematic diagram of the hydraulic principle in the diagram; Figure 3 for Figure 1 A sectional view along section AA; Figure 4 for Figure 1 A sectional view along section BB; Figure 5 for Figure 1 A sectional view along the CC section; Figure 6 for Figure 1 A sectional view along section DD; Figure 7 for Figure 1 Schematic diagram of the middle flow guide component; Figure 8 for Figure 1 A partial structural diagram from another perspective; Figure 9 for Figure 1A magnified view of a section at point E in the middle; Figure 10 for Figure 1 A magnified view of a section at point F in the middle; Figure 11 This is a schematic diagram illustrating the connection between the rail vehicle and the variable damping shock absorber provided by the present invention.

[0020] Figure label: 10. Train head body; 20. Bogie; 30. Controller; 100. Cylinder block assembly; 101. Piston chamber; 1011. Rod chamber; 1012. Rodless chamber; 102. Oil reservoir; 110. Cylinder seat; 111. Annular groove; 120. Outer cylinder; 130. Inner cylinder; 131. Inner cylinder body; 132. End plate; 1321. First flow channel; 133. First valve plate; 134. Elastic fastener; 140. Cylinder head; 200, Piston assembly; 210, Rod; 220, Piston; 221, Second flow channel; 230, Second valve plate; 240, Baffle; 300. Valve assembly; 310. Directional control valve; 320. Low-damping valve; 330. High-damping valve; 340. Pressure relief valve; 400. Airflow guide assembly; 410. Mounting plate; 420. Top plate; 430. Side plate. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0023] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0024] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, and not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0026] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0027] Existing high-speed trains use vibration dampers with the same damping parameters in each car, providing only a single damping characteristic. These damping parameters are obtained through compromises under constraints from various factors, including train design speed, track quality, and vehicle parameters, and only provide good vibration reduction within specific operating conditions. However, high-speed trains can travel in two directions and need to change direction upon reaching their destination. Thus, the front and rear ends of the train, acting as the foreground in one direction, become the rear on the return journey. The airflow and vibration experienced during these two phases differ significantly. To maintain vehicle stability and comfort, a large range of dynamic damping parameters is required. Therefore, vibration dampers with a single damping parameter cannot simultaneously meet the vibration reduction needs of the train during direction changes, leading to localized swaying and vibration, and potentially even instability and derailment. Therefore, different damping parameters need to be matched for the front of the vehicle when it is driving at the front and the rear when it is driving at the rear. However, the damping parameters of traditional passive shock absorbers are fixed after leaving the factory and cannot be adjusted according to the working conditions. This problem urgently needs to be solved.

[0028] Currently, the head of existing rail vehicles includes a head body 10 and multiple bogies 20. Along the direction of travel, each bogie 20 is rotatably connected to the bottom of the head body 10.

[0029] Firstly, please refer to Figure 1-11 As shown, an embodiment of the present invention provides a variable damping vibration damper, comprising: The cylinder assembly 100 has a piston chamber 101 and an oil reservoir 102.

[0030] The piston assembly 200 is movably disposed within the piston chamber 101 and divided into a rod chamber 1011 and a rodless chamber 1012. The cylinder assembly 100 has a first one-way valve structure that connects the oil reservoir 102 to the rodless chamber 1012, and the piston assembly 200 has a second one-way valve structure that connects the rodless chamber 1012 to the rod chamber 1011.

[0031] Valve assembly 300 is disposed in the oil passage between rod chamber 1011 and oil reservoir 102. Valve assembly 300 has at least a low-damping mode and a high-damping mode. In the low-damping mode, the rod chamber 1011 is connected to the oil reservoir 102 via the low-damping oil passage. In the high-damping mode, the rod chamber 1011 is connected to the oil reservoir 102 via the high-damping oil passage.

[0032] One of the cylinder block assembly 100 and the piston assembly 200 is connected to the front body 10, and the other is connected to the adjacent bogie 20. When the front body 10 is traveling at the front end, the valve assembly 300 switches to a high-damping mode, and when the front body 10 is traveling at the rear end, the valve assembly 300 switches to a low-damping mode to adjust the lateral damping between the front body 10 and the bogie 20.

[0033] In this embodiment, the cylinder assembly 100 has a piston chamber 101 and an oil reservoir 102. The oil reservoir 102 can be sleeved around the piston chamber 101, or the two can be spaced apart.

[0034] In this embodiment, the piston assembly 200 is inserted into the piston chamber 101, which is divided into a rod chamber 1011 and a rodless chamber 1012. Oil in the rodless chamber 1012 can only flow unidirectionally into the rod chamber 1011, and oil in the oil reservoir 102 can only flow unidirectionally into the rodless chamber 1012.

[0035] In this embodiment, the valve assembly 300 is used to control the damping of the flow from the rod chamber 1011 into the oil reservoir 102. Therefore, it has at least two modes: a low-damping mode and a high-damping mode, and can switch between damping modes according to actual needs. Figure 2 As shown, when the piston assembly 200 moves to the left, the first one-way valve structure opens, and the oil in the oil reservoir 102 is replenished into the rodless chamber 1012. The second one-way valve structure closes, driving the oil in the rod chamber 1011 to enter the oil reservoir 102 through the low-damping oil passage or the high-damping oil passage. When the piston assembly 200 moves to the right, the first one-way valve structure closes, and the second one-way valve structure opens. The oil in the rodless chamber 1012 enters the rod chamber 1011, and some of the oil returns to the oil reservoir 102 through the low-damping oil passage or the high-damping oil passage. This process repeats continuously.

[0036] It should be noted that the valve assembly 300 can also have more damping modes, and the damping of the oil circuit controlled in each mode is different.

[0037] Specifically, the variable damping shock absorber is arranged along the width direction of the front body 10, that is, along the width direction of the track. The cylinder assembly 100 can be connected to the front body 10, and the piston assembly 200 can be connected to the bogie 20. When the front body 10 is at the front and is used as the lead car, the valve assembly 300 switches to high damping mode to match the high damping requirements of the front front body 10 due to the harsh conditions such as large airflow and vibration, effectively suppressing lateral sway and maintaining the stability of the front. When the front body 10 is at the end and is used as the tail car, the valve assembly 300 switches to low damping mode to match the low damping requirements of the end front body 10 due to the gentler conditions such as smaller airflow and vibration, effectively mitigating lateral impact vibration and maintaining the comfort of the front.

[0038] Therefore, the application of the variable damping shock absorber provided by the present invention can flexibly adjust the lateral damping between the front body 10 and the bogie 20 according to the position of the front of the vehicle during operation, adapt to the different damping adjustment requirements when the front of the vehicle is driving as the front or the rear, and maintain the vehicle's stable and comfortable operation.

[0039] It should be noted that the specific values ​​of low damping and high damping can be determined according to actual needs, and no specific limitation is made in this embodiment.

[0040] In some embodiments, the valve assembly 300 includes a directional valve 310, a low-damping valve 320, and a high-damping valve 330. The directional valve 310 has the function of switching between a low-damping mode and a high-damping mode, and the inlet of the directional valve 310 is connected to the rod chamber 1011.

[0041] In low-damping mode, the outlet of the directional valve 310 is connected to the inlet of the low-damping valve 320, and the outlet of the low-damping valve 320 is connected to the oil reservoir 102.

[0042] In high-damping mode, the outlet of the directional valve 310 is connected to the inlet of the high-damping valve 330, and the outlet of the high-damping valve 330 is connected to the oil reservoir 102.

[0043] For example, such as Figure 2 As shown, the directional control valve 310 can be a two-position three-way solenoid directional control valve. Its inlet is connected to the rod chamber 1011. When energized, the outlet of the directional control valve 310 is connected to the inlet of the low-damping valve 320, and the outlet of the low-damping valve 320 is connected to the oil reservoir 102, forming a low-damping oil circuit. When de-energized, the outlet of the directional control valve 310 is connected to the inlet of the high-damping valve 330, and the outlet of the high-damping valve 330 is connected to the oil reservoir 102, forming a high-damping oil circuit.

[0044] In this way, the control can quickly and flexibly switch between low-damping mode and high-damping mode through electronic control, and the adjustment is simple and convenient. The specific specifications and parameters of the reversing valve 310, low-damping valve 320 and high-damping valve 330 can be determined according to actual needs, and no excessive restrictions are imposed in this embodiment.

[0045] Furthermore, in this embodiment, the valve assembly 300 also includes a pressure relief valve 340, and at least one pressure relief valve 340 is connected in parallel on the pipeline of the low damping valve 320.

[0046] And / or, at least one pressure relief valve 340 is connected in parallel on the pipeline of the high damping valve 330.

[0047] Specifically, continue as Figure 2 As shown, the pressure relief valve 340 is used to allow instantaneous high oil pressure to open and pass through when the variable damping shock absorber reciprocates at relatively fast speeds, thereby limiting the maximum damping force at that speed. Multiple pressure relief valves 340 with adjustable opening pressure gradients can be connected in parallel on the lines of the low-damping valve 320 and the high-damping valve 330 to achieve different damping force limits at different speeds. The specific oil circuit connections are as follows... Figures 1-6 As shown.

[0048] The pressure relief valve 340 can adopt a threaded plug-in modular structure. When the pressure at the inlet of the pressure relief valve 340 increases to the point where the damping overcomes the pre-pressure of the adjusting spring on the regulating valve, the regulating valve opens. Oil flows through the inlet of the pressure relief valve 340, passing through the gap between the valve sleeve and the regulating valve opening, generating damping, and then flows into the outlet of the pressure relief valve 340. Different gradient unloading valve opening pressures can be set by using valve sleeves of different orifice diameters, different adjusting spring stiffnesses, and adjusting the depth of the screw-in adjusting cap, thus achieving different damping-speed setting requirements for the shock absorber. The specific model and quantity of the pressure relief valve 340 can be determined according to actual needs; this embodiment does not impose specific limitations.

[0049] In some embodiments, the cylinder assembly 100 includes a cylinder seat 110, an outer cylinder 120, an inner cylinder 130, and a cylinder head 140. The cylinder seat 110 has an annular groove 111 on one side. One end of the outer cylinder 120 is connected to the side of the cylinder seat 110 with the annular groove 111, and the other end is connected to the cylinder head 140.

[0050] The inner cylinder 130 is fitted inside the outer cylinder 120, and forms an oil storage chamber 102 between the inner cylinder 130 and the outer cylinder 120. The inner cylinder 130 has a first one-way valve structure between it and the annular groove 111, and the annular groove 111 is connected to the oil storage chamber 102.

[0051] The piston chamber 101 is located inside the inner cylinder 130, and the valve assembly 300 is mounted on the cylinder seat 110.

[0052] Specifically, such as Figure 9As shown, the cylinder seat 110 has an annular groove 111 on the side facing the outer cylinder 120. The end of the outer cylinder 120 is fixedly connected to the cylinder head 140. The inner cylinder 130 is sleeved inside the outer cylinder 120. The annular groove 111 is connected to the oil reservoir 102 through a first one-way valve structure. The piston assembly 200 is fitted inside the inner cylinder 130, and the valve assembly 300 is mounted on the cylinder seat 110. This facilitates the machining of individual components and subsequent assembly.

[0053] Furthermore, the variable damping vibration damper provided in this embodiment of the invention further includes: The flow guide assembly 400 has a return oil passage 103 inside the cylinder seat 110. The inlet of the return oil passage 103 is connected to the outlet of the low-damping oil passage and the high-damping oil passage.

[0054] When the variable damping shock absorber is in use, the outlet of the return oil passage 103 is located at the bottom and is connected to the oil reservoir 102. The flow guide assembly 400 is located in the lower part of the oil reservoir 102 and forms an oil groove with the outer cylinder 120 with the opening facing downward. One side of the oil groove is connected to the oil reservoir 102, and the oil groove is connected to the annular groove 111.

[0055] Specifically, such as Figure 1 , Figure 7 , Figure 8 As shown, since the variable damping shock absorber is arranged laterally during use, that is, along the width direction of the front of the vehicle, the oil return passage 103 in the cylinder block 110 is located at the bottom to facilitate oil return and prevent air bubbles from being generated by the liquid surface colliding with the liquid surface in the oil reservoir 102. Wherein, as Figure 1 As shown, when the piston assembly 200 moves to the left, the oil in the return oil passage 103 enters the oil groove and then returns to the rodless chamber 1012 through the annular groove 111. Moreover, the oil in the oil storage chamber 102 enters through the bottom of the oil groove and replenishes the rodless chamber 1012. When the piston assembly 200 moves to the right, the oil in the return oil passage 103 enters the oil groove and then returns to the oil storage chamber 102.

[0056] It is worth noting that, because the viscosity of this hydraulic oil is much greater than that of water, the air rises more slowly in the hydraulic oil. When the oil in the return oil circuit 103 enters the oil sump and returns to the oil reservoir 102, most of the air enters the oil reservoir 102 along with the oil. In this large space, most of the air gradually rises to the top. When the oil in the oil reservoir 102 needs to be replenished into the rodless chamber 1012, only the oil at the bottom can enter the oil sump, thereby filtering out most of the air and thus improving the damping performance, preventing the air from causing a sudden pressure change when passing through the damping valve.

[0057] Furthermore, in this embodiment, the flow guiding assembly 400 includes a mounting plate 410, a top plate 420, and a side plate 430, with the mounting plate 410 abutting between the inner cylinder 130 and the cylinder seat 110.

[0058] The top plate 420 is located at the lower part of the oil storage cavity 102, and one end is connected to the mounting plate 410. The upper end of the side plate 430 is connected to the periphery of the top plate 420 to form an oil groove, and a preset gap is left between the lower end of the side plate 430 and the inner wall of the oil storage cavity 102.

[0059] Specifically, such as Figure 7 As shown, the mounting plate 410 serves as a mounting and positioning element, and it is pressed against the cylinder seat 110 via the inner cylinder body 131. The top plate 420 can be arc-shaped and is located at the bottom of the inner cylinder body 131. One end of the top plate 420 facing the oil return passage 103 is fixed to the mounting plate 410. The side plate 430 surrounds the top plate 420, thereby forming an oil groove with the central opening facing downward. The preset gap between the lower end of the side plate 430 and the inner wall of the oil storage chamber 102 can be about 1 mm.

[0060] During the compression stroke of the variable damping shock absorber, the oil from the outlet of the return oil line 103 enters the oil tank and is discharged into the oil storage chamber 102 through a preset gap, reducing the oil-air mixture bubbles generated by the collision and tumbling at the interface between the oil and air in the oil storage chamber 102. During the extension stroke of the variable damping shock absorber, the oil in the oil storage chamber 102 enters the oil tank through the preset gap, which can isolate air bubbles before entering the annular groove 111 and then entering the rodless chamber 1012 through the first one-way valve structure.

[0061] This design allows the high-speed oil from the return oil line 103 to flow gently into the oil storage chamber 102 through the annular gap that is close to the inner wall of the oil storage chamber 102. This prevents the oil in the oil storage chamber from churning and causing a large number of bubbles to be generated due to oil-gas mixing. At the same time, the oil that is replenished into the rodless chamber 1012 eliminates bubbles through the annular gap, which facilitates single-piece manufacturing and subsequent assembly.

[0062] In some embodiments, the inner cylinder 130 includes an inner cylinder body 131, an end plate 132, a first valve plate 133, and an elastic fastener 134. The end of the inner cylinder body 131 is connected to the cylinder seat 110 through the end plate 132.

[0063] The end plate 132 has a first flow channel 1321. The first valve plate 133 is pressed against the end of the end plate 132 near the inner cylinder body 131 by an elastic fastener 134, so as to unidirectionally block the first flow channel 1321 in the direction from the rodless cavity 1012 to the annular groove 111.

[0064] In other words, such as Figure 9 As shown, the first flow channel 1321 on the end plate 132, together with the first valve plate 133 and the elastic fastener 134, forms the first single valve structure described above, so that oil can only flow from the annular groove 111 to the rodless chamber 1012. The structure is compact and easy to process in single pieces and for subsequent assembly.

[0065] The elastic fastener 134 consists of a screw cap and a tower spring. It passes through the first valve plate 133 and is threaded onto the cylinder seat 110. The end plate 132 has multiple first flow channels 1321 in the circumferential direction. The first valve plate 133 is pre-tightly attached to the end plate 132 by the tower spring. The outer stepped surface of the end plate 132 is interference-sealed with the inner cylinder body 131. During the stretching stroke, the volume of the rodless chamber 1012 increases, creating a negative pressure. The pressure in the oil reservoir 102 exerts a force on the first valve plate 133 that is greater than the sum of the forces exerted by the tower spring and the pressure in the rodless chamber 1012 on the first valve plate 133. The oil in the oil reservoir 102 pushes open the first valve plate 133 through the annular groove 111 and the first flow channel 1321 and enters the rodless chamber 1012, i.e., the first single-valve structure opens to draw in oil. During the compression stroke, the volume of the rodless chamber 1012 decreases and the pressure increases. The force exerted by the pressure in the oil reservoir 102 on the first valve plate 133 is insufficient to overcome the sum of the forces exerted by the tower spring and the pressure in the rodless chamber 1012 on the first valve plate 133. The first valve plate 133 is tightly sealed against the end plate 132, i.e., the bottom valve of the first single-valve structure is closed.

[0066] Furthermore, in this embodiment, the piston assembly 200 includes a rod 210, a piston 220, a second valve plate 230, and a cover 240. The piston 220 is connected to the end of the rod 210 and cooperates with the piston chamber 101.

[0067] The piston 220 has a second flow channel 221. The second valve plate 230 abuts against the piston 220 near the end of the rod 210 via the cover 240 and the elastic ring (i.e., the elastic O-ring) to unidirectionally block the second flow channel 221 in the direction from the rod chamber 1011 to the rodless chamber 1012.

[0068] In other words, such as Figure 9 As shown, the second flow channel 221 inside the piston 220, together with the second valve plate 230 and the cover 240, forms the above-mentioned second one-way valve structure, so that oil can only flow from the rodless chamber 1012 to the rod chamber 1011. The structure is compact and easy to process in single parts and subsequent assembly.

[0069] In this arrangement, a cover 240, an O-ring, and a second valve plate 230 are sequentially placed at the end of the rod 210, and then the piston 220 is screwed onto the rod 210. The O-ring is placed in the groove of the cover 240, and the second valve plate 230 is positioned on the cover 240, with one side tightly pressing against the O-ring and the other side contacting the stepped surface of the piston 220. The piston 220 has multiple second flow channels 221 axially. When the piston 220 is compressed, the pressure in the rodless chamber 1012 increases, and the oil pushes the second valve plate 230 through the second flow channels 221 into the rod chamber 1011, i.e., the second one-way valve structure opens. When the piston 220 is extended, the pressure in the rod chamber 1011 increases, and the pressure in the rodless chamber 1012 decreases. The elastic restoring force of the O-ring and the pressure difference force cause the second valve plate 230 to tightly press against the stepped surface of the piston 220 to seal, i.e., the second one-way valve structure closes.

[0070] It should be noted that other necessary components can also be installed. For example, seals can be installed between the cylinder head 140 and the outer cylinder 120 and inner cylinder 130. This can be determined according to actual needs, and no excessive restrictions are imposed in this embodiment.

[0071] Secondly, embodiments of the present invention also provide a rail vehicle, including a train head, the train head including a train head body 10, a plurality of bogies 20 and a variable damping shock absorber provided in any of the above embodiments, one of the cylinder assembly 100 and the piston assembly 200 is connected to the train head body 10, and the other is connected to the corresponding bogie 20.

[0072] Specifically, such as Figure 11 As shown, each front body 10 is equipped with two bogies 20, and each bogie 20 is connected to the front body 10 through two variable damping shock absorbers, thereby facilitating the control of lateral damping. Of course, more variable damping shock absorbers can be installed between the front body 10 and each bogie 20, depending on actual needs. This embodiment does not impose too many restrictions.

[0073] Therefore, the rail vehicle provided in this embodiment of the invention can easily adjust the lateral damping between the head body 10 and the bogie 20 according to the position of the head of the vehicle during operation and the vibration conditions, so as to adapt to the different damping adjustment requirements when the head of the vehicle is running as the front or the rear, and can meet the requirements for stability and comfort under different working conditions.

[0074] In some embodiments, the rail vehicle provided in this invention further includes: The controller 30 is connected to the valve assembly 300 to switch the valve assembly 300 to a high-damping mode when the front body 10 is traveling at the front end, and to a low-damping mode when the front body 10 is traveling at the rear end.

[0075] Specifically, such as Figure 11 As shown, a controller 30 can be installed on each vehicle head body 10. The controller 30 can be electrically connected to the electromagnetic directional valve on each valve assembly 300, thereby facilitating flexible switching of damping modes.

[0076] The specific type and quantity of the controller 30 can be determined according to actual needs, and no specific limitation is made in this embodiment.

[0077] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the invention or exceed the scope defined in the claims, all of which should fall within the protection scope of the present invention.

Claims

1. A variable damping vibration damper, characterized in that, include: The cylinder assembly (100) has a piston chamber (101) and an oil reservoir (102). A piston assembly (200) is movably disposed within the piston chamber (101) and divided into a rod chamber (1011) and a rodless chamber (1012). The cylinder assembly (100) has a first check valve structure that connects the oil reservoir (102) to the rodless chamber (1012), and the piston assembly (200) has a second check valve structure that connects the rodless chamber (1012) to the rod chamber (1011). A valve assembly (300) is disposed in an oil passage between the rod chamber (1011) and the oil reservoir (102). The valve assembly (300) has at least a low-damping mode and a high-damping mode. In the low-damping mode, the rod chamber (1011) is controlled to communicate with the oil reservoir (102) through a low-damping oil passage. In the high-damping mode, the rod chamber (1011) is controlled to communicate with the oil reservoir (102) through a high-damping oil passage. One of the cylinder assembly (100) and the piston assembly (200) is connected to the front body (10), and the other is connected to the adjacent bogie (20). When the front body (10) is traveling at the front end, the valve assembly (300) switches to the high damping mode, and when the front body (10) is traveling at the rear end, the valve assembly (300) switches to the low damping mode to adjust the lateral damping between the front body (10) and the bogie (20).

2. The variable damping vibration damper according to claim 1, characterized in that, The valve assembly (300) includes a reversing valve (310), a low-damping valve (320), and a high-damping valve (330). The reversing valve (310) has the function of switching between the low-damping mode and the high-damping mode. The inlet of the reversing valve (310) is connected to the rod chamber (1011). In the low-damping mode, the outlet of the reversing valve (310) is connected to the inlet of the low-damping valve (320), and the outlet of the low-damping valve (320) is connected to the oil reservoir (102). In the high-damping mode, the outlet of the directional valve (310) is connected to the inlet of the high-damping valve (330), and the outlet of the high-damping valve (330) is connected to the oil reservoir (102).

3. The variable damping vibration damper according to claim 2, characterized in that, The valve assembly (300) further includes a pressure relief valve (340), and at least one of the pressure relief valves (340) is connected in parallel on the pipeline of the low-damping valve (320). And / or, at least one of the pressure relief valves (340) is connected in parallel on the pipeline of the high damping valve (330).

4. The variable damping vibration damper according to any one of claims 1 to 3, characterized in that, The cylinder assembly (100) includes a cylinder seat (110), an outer cylinder (120), an inner cylinder (130), and a cylinder head (140). The cylinder seat (110) has an annular groove (111) on one side. One end of the outer cylinder (120) is connected to the side of the cylinder seat (110) with the annular groove (111), and the other end is connected to the cylinder head (140). The inner cylinder (130) is fitted inside the outer cylinder (120) and forms the oil storage chamber (102) between the inner cylinder (130) and the outer cylinder (120). The inner cylinder (130) and the annular groove (111) have the first one-way valve structure, and the annular groove (111) communicates with the oil storage chamber (102). The piston chamber (101) is located inside the inner cylinder (130), and the valve assembly (300) is disposed on the cylinder seat (110).

5. The variable damping vibration damper according to claim 4, characterized in that, Also includes: The flow guide assembly (400) has a return oil passage (103) in the cylinder seat (110), and the inlet of the return oil passage (103) is connected to the outlet of the low-damping oil passage and the high-damping oil passage. When the variable damping shock absorber is in use, the outlet of the return oil passage (103) is located at the bottom and is connected to the oil storage chamber (102); the flow guiding assembly (400) is located in the lower part of the oil storage chamber (102) and has an oil groove with the opening facing downward. One side of the oil groove is connected to the outlet of the return oil passage (103), and the oil groove is connected to the annular groove (111).

6. The variable damping vibration damper according to claim 5, characterized in that, The flow guide assembly (400) includes a mounting plate (410), a top plate (420), and a side plate (430), wherein the mounting plate (410) abuts between the inner cylinder (130) and the cylinder seat (110); The top plate (420) is located at the lower part of the oil storage cavity (102), and one end is connected to the mounting plate (410). The upper end of the side plate (430) is connected to the periphery of the top plate (420) to form the oil trough, and a preset gap is left between the lower end of the side plate (430) and the inner wall of the oil storage cavity (102).

7. The variable damping vibration damper according to claim 6, characterized in that, When the variable damping shock absorber is in its compression stroke, the oil from the outlet of the return oil circuit (103) enters the oil tank and is discharged to the oil storage chamber (102) through the preset gap, thereby reducing the oil-gas mixture bubbles generated by the collision and tumbling at the interface between the oil and air in the oil storage chamber (102). When the variable damping shock absorber is in its extended stroke, the oil in the oil reservoir (102) enters the oil trough through the preset gap, and after isolating air bubbles, it enters the annular groove (111) and then enters the rodless chamber (1012) through the first one-way valve structure.

8. The variable damping vibration damper according to claim 4, characterized in that, The inner cylinder (130) includes an inner cylinder body (131), an end plate (132), a first valve plate (133), and an elastic fastener (134). The end of the inner cylinder body (131) is connected to the cylinder seat (110) through the end plate (132). The end plate (132) has a first flow channel (1321), and the first valve plate (133) is pressed against the end of the end plate (132) near the inner cylinder body (131) by the elastic fastener (134) to unidirectionally block the first flow channel (1321) in the direction from the rodless cavity (1012) to the annular groove (111).

9. The variable damping vibration damper according to claim 4, characterized in that, The piston assembly (200) includes a rod (210), a piston (220), a second valve plate (230), and a cover (240). The piston (220) is connected to the end of the rod (210) and cooperates with the piston chamber (101). The piston (220) has a second flow channel (221) inside, and the second valve plate (230) abuts against the end of the piston (220) near the rod (210) through the cover (240) and the elastic ring to unidirectionally block the second flow channel (221) in the direction from the rod chamber (1011) to the rodless chamber (1012).

10. A rail vehicle, characterized in that, The vehicle includes a front end, which includes a front end body (10), a plurality of bogies (20) and a variable damping shock absorber as described in any one of claims 1 to 9, wherein one of the cylinder assembly (100) and the piston assembly (200) is connected to the front end body (10) and the other is connected to the corresponding bogie (20).

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