Hydraulic station and vehicle speed reducer

Abstract

The invention discloses a hydraulic station and a vehicle speed reducer. The hydraulic station comprises an oil tank, a motor, a hydraulic pump, a filter, a hydraulic integrated valve group and an energy accumulator; an output shaft of the motor is connected with a power input shaft of the hydraulic pump; hydraulic oil is pre-stored in the oil tank; a hydraulic pump and a filter are arranged in the oil tank; a liquid inlet of the filter is positioned below the liquid level of hydraulic oil in the oil tank; a liquid outlet of the filter is communicated with a hydraulic pump oil suction port of the hydraulic pump through a connecting pipeline; an energy accumulator is arranged at the top of the oil tank; a hydraulic pump oil outlet of the hydraulic pump is communicated with an oil inlet in a mounting block of the hydraulic integrated valve group through a hollow connecting pipeline; an oil inlet and an oil outlet of the energy accumulator are communicated with a first oil port of a mounting block of the hydraulic integrated valve group through a hollow connecting pipeline; the hydraulic integrated valve group is connected with an original working oil cylinder of the vehicle speed reducer. The hydraulic station can safely and reliably provide power for the vehicle speed reducer, and the use requirement of the electro-hydraulic vehicle speed reducer is met.

Description

Technical Field

[0001] This invention relates to the field of hydraulic power station technology, and in particular to a hydraulic power station and a vehicle reducer. Background Technology

[0002] Currently, the speed control equipment (specifically, vehicle reducers) at domestic hump marshalling yards is mainly pneumatic vehicle reducers.

[0003] Pneumatic vehicle reducers are air-operated structures, requiring facilities such as pump rooms, air tanks, and pipelines. The air tanks and pipelines are high-pressure vessels, classified as special equipment under national regulations, posing high safety risks and incurring high maintenance costs. Furthermore, many small and medium-sized hump yards are unsuitable for pneumatic vehicle reducers due to geographical limitations.

[0004] Therefore, the advantages of electro-hydraulic vehicle reducers, such as the elimination of the need for pump rooms, air tanks, pipelines, and decentralized control, make them more suitable for small and medium-sized hump yards.

[0005] Among them, the hydraulic station, as an important device in conjunction with the electro-hydraulic vehicle reducer, has the basic function of converting electrical energy into hydraulic energy to provide power for the braking and deceleration actions of the vehicle reducer.

[0006] However, there is currently no hydraulic power unit that can safely and reliably provide power to vehicle reducers and meet the usage requirements of electro-hydraulic vehicle reducers. Summary of the Invention

[0007] The purpose of this invention is to address the technical deficiencies of existing technologies by providing a hydraulic station and a vehicle speed reducer.

[0008] Therefore, the present invention provides a hydraulic power unit for use in a vehicle reducer, which includes an oil tank, a motor, a hydraulic pump, a filter, a hydraulic integrated valve group and an accumulator;

[0009] The output shaft of the motor is connected to the power input shaft of the hydraulic pump;

[0010] The oil tank contains pre-stored hydraulic oil;

[0011] The oil tank is equipped with a hydraulic pump and a filter;

[0012] The filter inlet is located below the hydraulic oil level in the oil tank;

[0013] The filter outlet is connected to the hydraulic pump suction port of the hydraulic pump via a hollow connecting pipe.

[0014] An accumulator is installed on the top of the fuel tank;

[0015] The hydraulic pump has a hydraulic pump outlet, which is connected to the inlet on the mounting block of the hydraulic integrated valve group through a hollow connecting pipe.

[0016] The accumulator's inlet and outlet ports are connected to the first port on the mounting block of the hydraulic integrated valve group via hollow connecting pipes;

[0017] The hydraulic integrated valve group is connected to the original working cylinder of the vehicle reducer and is used to output hydraulic oil to the original working cylinder of the vehicle reducer to provide power for the operation of the vehicle reducer.

[0018] In addition, the present invention also provides a vehicle speed reducer, including the hydraulic station as described above.

[0019] As can be seen from the technical solution provided by the present invention above, compared with the prior art, the present invention provides a hydraulic station and a vehicle reducer, which is scientifically designed. The hydraulic station can safely and reliably provide power to the vehicle reducer (specifically, provide power for the braking and release actions of the vehicle reducer), meeting the usage requirements of electro-hydraulic vehicle reducers and having significant practical significance. Attached Figure Description

[0020] Figure 1 This invention provides a schematic diagram of the structure of a hydraulic station when the oil tank is cut open;

[0021] Figure 2 A three-dimensional structural diagram of a hydraulic station provided by the present invention;

[0022] Figure 3 A three-dimensional exploded structural diagram of a hydraulic integrated valve group in a hydraulic station provided by the present invention;

[0023] Figure 4 A bottom view of the mounting block included in the hydraulic integrated valve group in a hydraulic power station provided by the present invention;

[0024] Figure 5 A hydraulic schematic diagram of a hydraulic station provided by the present invention;

[0025] In the diagram: 1-oil tank; 2-filter; 3-hydraulic pump; 4-motor; 5-accumulator; 600-hydraulic integrated valve group;

[0026] 101-Fuel tank top plate;

[0027] 301 - Hydraulic pump suction port; 302 - Hydraulic pump outlet port;

[0028] 601-Mounting block; 602-Electro-hydraulic directional valve; 603-First-stage solenoid directional valve seat; 604-Second-stage solenoid directional valve seat;

[0029] 605 - Primary solenoid directional valve; 606 - Secondary solenoid directional valve;

[0030] 607 - Primary relief valve; 608 - Secondary relief valve;

[0031] 609 - Cover-type cartridge valve; 610 - Gate valve;

[0032] 611 - Safety relief valve; 612 - Pressure sensor;

[0033] 613 - First check valve; 614 - Second check valve; 615 - Third check valve; 616 - Fourth check valve;

[0034] 601a - Oil inlet; 601b - First working oil port (i.e., working oil port A); 601c - Second working oil port (i.e., working oil port B); 601d - First oil port;

[0035] 601e - Second oil port; 601f - Third oil port; 601g - First oil drain port; 601h - Second oil drain port. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship 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 limitations on this invention.

[0038] In the description of this patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0040] The technical solution of the present invention will be further described below through specific embodiments. Details not specified in the embodiments are all conventional technologies in the industry.

[0041] See Figures 1 to 5 The present invention provides a hydraulic station for use as a control device for speed regulation equipment (specifically, vehicle reducer) in railway hump marshalling yards, and is applied in vehicle reducers;

[0042] The hydraulic power unit includes an oil tank 1, a motor 4, a hydraulic pump 3, a filter 2, a hydraulic integrated valve group 600, and an accumulator 5;

[0043] The output shaft (i.e., the power output end) of the motor 4 is connected to the power input shaft of the hydraulic pump 3 (for example, through a coupling);

[0044] Hydraulic oil is pre-stored in oil tank 1;

[0045] The oil tank 1 is equipped with a hydraulic pump 3 and a filter 2;

[0046] The inlet of filter 2 is located below the hydraulic oil level in oil tank 1;

[0047] The outlet of filter 2 is connected to the hydraulic pump suction port 301 of hydraulic pump 3 through a hollow connecting pipe;

[0048] An accumulator 5 is installed on the top of the fuel tank 1;

[0049] The hydraulic pump 3 has a hydraulic pump outlet 302, which is connected to the inlet 601a on the mounting block 601 of the hydraulic integrated valve group 600 through a hollow connecting pipe.

[0050] The inlet and outlet ports of the accumulator 5 are connected to the first oil port 601d on the mounting block 601 of the hydraulic integrated valve group 600 through hollow connecting pipes.

[0051] The hydraulic integrated valve group 600 is connected to the original working cylinder 100 of the vehicle reducer (i.e., the electro-hydraulic vehicle reducer) and is used to output hydraulic oil to the original working cylinder 100 of the vehicle reducer (i.e., the electro-hydraulic vehicle reducer) to provide power for the action of the vehicle reducer (the braking action and the release action of the vehicle reducer), thereby controlling the working state of the vehicle reducer.

[0052] In this invention, specifically, the first working port 601b (i.e., working port A) and the second working port 601c (i.e., working port B) on the hydraulic integrated valve group 600 are respectively connected to an oil inlet / outlet port X of the extension cavity (i.e., rear cavity) of the original working cylinder 100 of the vehicle reducer (i.e., electro-hydraulic vehicle reducer) and an oil inlet / outlet port Y of the pull-in cavity (i.e., front cavity) of the original working cylinder 100 of the vehicle reducer, thereby outputting hydraulic oil to the front extension cavity of the original working cylinder of the vehicle reducer (i.e., electro-hydraulic vehicle reducer), providing power for the action of the vehicle reducer (the braking action and the release action of the vehicle reducer), and thus controlling the working state of the vehicle reducer.

[0053] In specific implementation, port X is the port of the extension cavity of the original working cylinder 100 of the vehicle reducer, which is the oil inlet and outlet of the cylinder extension cavity. The hydraulic oil of the hydraulic station enters the cylinder extension cavity through port X, pushing the piston rod to move and the piston rod extends. Port Y is the port of the pull-in cavity of the original working cylinder 100 of the vehicle reducer, which is the oil inlet and outlet of the cylinder pull-in cavity. The hydraulic oil of the hydraulic station enters the cylinder pull-in cavity through port Y, pushing the piston rod to move and the piston rod retracts.

[0054] In this invention, specifically, the filter 2 is a conventional device that is technologically mature and widely used. For example, a filter with model number WU-63*100-J produced by Wuxi Haiwan Automation Technology Co., Ltd. can be used. Its function is to filter hydraulic oil to protect the hydraulic pump from sucking in large impurities.

[0055] In this invention, the hydraulic pump 3 is a conventional device that is technically mature and widely used. For example, a hydraulic pump with model number CBTZTA-F08-A-LPR produced by Hefei Changyuan Hydraulic Co., Ltd. can be used. Its function is to convert the mechanical energy of the motor into the pressure energy of the liquid and provide pressurized liquid for hydraulic transmission.

[0056] In this invention, specifically, the motor 4 is a conventional device that is technically mature and widely used. For example, a motor with model number YE3-90S-4 produced by Shandong Huali Electric Group Co., Ltd. can be used. Its function is to convert electrical energy into mechanical energy and drive the hydraulic pump to draw hydraulic oil from the hydraulic oil tank (i.e., oil tank 1).

[0057] In this invention, specifically, the accumulator 5 is a conventional device with mature existing technology and widespread application. For example, an accumulator of model NXQA-40 / 10-F manufactured by Chengdu Tianren Pressure Vessel Co., Ltd. can be used. An accumulator is an energy storage device in a hydraulic-pneumatic system. It converts the energy in the system into compressed energy and stores it at appropriate times. When the system needs it, it converts the compressed energy back into hydraulic energy and releases it to replenish the system. When the system pressure increases instantaneously, it can absorb this energy to ensure the normal pressure of the entire system.

[0058] In this invention, specifically, the vehicle reducer used in the hydraulic station is a mature and widely applied electro-hydraulic vehicle reducer. For example, the T.JY5 electro-hydraulic vehicle reducer produced by Tianjin Railway Signal Co., Ltd. can be used. Its function is to generate corresponding braking force through hydraulic and mechanical transmission to achieve effective braking of the commutated vehicles.

[0059] It should be noted that, regarding the original working cylinder 100 of the vehicle reducer (i.e., the rear chamber) and the original working cylinder 100 of the vehicle reducer (i.e., the front chamber), the hydraulic oil flowing into the rear chamber acts on the piston end face, pushing the piston rod to extend; the hydraulic oil flowing into the front chamber acts on the piston end face with the rod, pushing the piston rod to extend.

[0060] In this invention, specifically, an upper tank plate 101 is provided on the top of the fuel tank 1;

[0061] A motor 4 is installed on the upper plate 101 of the fuel tank;

[0062] In practice, the output shaft at the lower end of the motor 4 passes through the top of the oil tank 1 and the pre-reserved through hole on the upper plate 101 of the oil tank, and is connected to the power input shaft of the hydraulic pump 3 (through a coupling).

[0063] In this invention, specifically, the mounting block 601 is a hollow, sealed housing. It should be noted that the outer housing of the motor 4 is fixedly connected to the upper plate 101 of the oil tank by screws. The hydraulic pump 3 is located inside the oil tank 1; the hydraulic pump suction port 301 is connected to the filter 2 via a pipeline, and the hydraulic pump outlet port 302 is connected to the inlet port 601a on the mounting block 601 of the hydraulic integrated valve group 600 via a pipeline.

[0064] In this invention, the hydraulic integrated valve group 600 includes a hollow sealed mounting block 601, an electro-hydraulic directional valve 602, a primary solenoid directional valve seat 603, a secondary solenoid directional valve seat 604, a primary solenoid directional valve 605, a secondary solenoid directional valve 606, a primary relief valve 607, a secondary relief valve 608, a cover-type cartridge valve 609, a shut-off valve 610, a safety relief valve 611, a pressure sensor 612, a first check valve 613, a second check valve 614, a third check valve 615, and a fourth check valve 616.

[0065] The bottom of the mounting block 601 is connected to the top plate 101 of the oil tank 1;

[0066] The bottom of the mounting block 601 is provided with a third oil port 601f, a first oil drain port 601g, and a second oil drain port 601h;

[0067] The third oil port 601f is connected to the outlet of the fourth check valve 616 (i.e., via a hollow connecting pipe) through a hollow connecting pipe. Figure 5 Connect to port B as shown;

[0068] Among them, the first oil outlet 601g and the second oil outlet 601h are respectively connected to the inner cavity of the oil tank 1 through a hollow connecting pipe;

[0069] In specific implementation, the top of the mounting block 601 is provided with an electro-hydraulic directional valve 602, a primary solenoid directional valve seat 603, a secondary solenoid directional valve seat 604, and a cover plate type cartridge valve 609.

[0070] Among them, a first-stage electromagnetic reversing valve 605 is provided on the first-stage electromagnetic reversing valve seat 603, and a first-stage relief valve 607 is provided on the front end face of the first-stage electromagnetic reversing valve seat 603.

[0071] A secondary electromagnetic directional valve 606 is provided on the secondary electromagnetic directional valve seat 604, and a secondary relief valve 608 is provided on the front end face of the secondary electromagnetic directional valve seat 604.

[0072] In specific implementation, the front end face of the mounting block 601 is provided with a shut-off valve 610, a safety relief valve 611, a pressure sensor 612, an oil inlet 601a and a first oil port 601d;

[0073] In specific implementation, the rear end face of the mounting block 601 is provided with a first working oil port 601b (i.e., working oil port A) and a second working oil port 601c (i.e., working oil port B).

[0074] The first working oil port 601b (i.e. working oil port A) is connected to an oil inlet / outlet port on the extended cavity of the original working oil cylinder of the vehicle reducer through a hollow pipeline.

[0075] The second working oil port 601c (i.e. working oil port B) is connected to an oil inlet / outlet port on the pull-in cavity (i.e. front cavity) of the original working oil cylinder of the vehicle reducer through a hollow pipeline.

[0076] In specific implementation, a second oil port 601e is provided on the right end face of the mounting block 601;

[0077] The second oil port 601e is connected to the inlet of the fourth check valve 616 (i.e., via a hollow connecting pipe) Figure 5 Port A shown is connected;

[0078] In specific implementation, the mounting block 601 is internally equipped with a first check valve 613, a second check valve 614 and a third check valve 615;

[0079] The inlet (i.e. port A) of the first check valve 613 is connected to the oil inlet 601a of the mounting block (specifically through the internal oil passage of the mounting block 601);

[0080] The outlet (i.e., port B) of the first check valve 613 is connected to the inlet (i.e. port A) of the second check valve 614, the port P of the safety relief valve 611, and the third port 601f through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0081] The outlet (i.e., port B) of the second check valve 614 is connected to the first oil port 601d on the mounting block 601, the pressure measuring port of the pressure sensor 612, and the inlet (i.e. port A) of the third check valve 615 through the internal oil passage (i.e., the inner cavity) of the mounting block.

[0082] The outlet (i.e., port B) of the third check valve 615 is connected to the port P of the shut-off valve 610 and the port P of the electro-hydraulic directional valve 602 respectively through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0083] It should be noted that, in this invention, by controlling the energization and de-energization of the electro-hydraulic directional valve 602 in the hydraulic integrated valve group 6, the piston rod of the original working cylinder of the electro-hydraulic vehicle reducer is pulled in (i.e., retracted) or extended. The piston rod of the working cylinder then drives the original brake plate on the vehicle reducer, which is connected to it, to perform braking or releasing actions on the wheels of the train vehicle, thereby realizing the braking or releasing function of the electro-hydraulic vehicle reducer on the vehicle. By controlling the energization and de-energization of multiple electromagnetic directional valves in the hydraulic integrated valve group 6, the pressure of the first working port 601b (i.e., working port A) can be adjusted in stages, so that the electro-hydraulic vehicle reducer can perform staged braking on the vehicle. The structural design and working principle between the piston rod of the original working cylinder and the original brake plate on the vehicle reducer are existing designs on conventional vehicle reducers, which are mature and widely used technologies, and will not be described in detail here.

[0084] If the electro-hydraulic directional valve 602 is not energized, its P port is connected to its A port. After the hydraulic oil in the oil tank 1 is drawn out by the hydraulic pump 3, the hydraulic oil enters the first working oil port 601b (i.e., working oil port A) of the mounting block 601 through the first check valve 613, the second check valve 614, the third check valve 615 and the electro-hydraulic directional valve 602. The first working oil port 601b is connected to the X port of the electro-hydraulic reducer cylinder (i.e., the original working cylinder 100 of the vehicle reducer), thereby entering the extended cavity of the electro-hydraulic vehicle reducer cylinder (i.e., the original working cylinder 100 of the vehicle reducer), causing the piston rod of the working cylinder to extend and push the brake plate of the vehicle reducer for braking, so that the electro-hydraulic vehicle reducer is in a braking state.

[0085] When the electro-hydraulic directional valve 602 is energized, its P port is connected to its B port. After the hydraulic oil in the oil tank 1 is drawn out by the hydraulic pump 3, the hydraulic oil enters the first working oil port 601c (i.e., working oil port B) of the mounting block 601 through the first check valve 613, the second check valve 614, the third check valve 615 and the electro-hydraulic directional valve 602. The first working oil port 601c is connected to the Y port of the electro-hydraulic reducer cylinder (i.e., the original working cylinder 100 of the vehicle reducer), thereby entering the pull-in cavity of the electro-hydraulic vehicle reducer cylinder (i.e., the original working cylinder 100 of the vehicle reducer), causing the piston rod of the working cylinder to be pulled back, so that the electro-hydraulic vehicle reducer is in the release state.

[0086] In this invention, specifically, the pressure sensor 612 is a mature and widely used electrical component. For example, a pressure sensor of model PK6522 manufactured by IFM can be used, which is used to monitor system pressure.

[0087] It should be noted that the first oil outlet 601g is connected to the inner cavity of the oil tank 1 through a hollow connecting pipe;

[0088] Among them, the A port of the electro-hydraulic directional valve 602 is connected to the first working oil port 601b (i.e. working oil port A) of the mounting block 601 and the A port and X port of the cover plate type cartridge valve 609 through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0089] Port B of the electro-hydraulic directional valve 602 is connected to the second working oil port 601c (i.e. working oil port B) of the mounting block 601 through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0090] The second working oil port 601c (i.e. working oil port B) is connected to an oil inlet / outlet port on the pull-in cavity (i.e. front cavity) inside the original working oil cylinder of the vehicle reducer through a hollow pipeline.

[0091] Among them, port B of the cover-type cartridge valve 609 is connected to the second oil port 601e on the mounting block 601;

[0092] The Z1 port of the cover-type cartridge valve 609 is connected to the P port of the first-stage solenoid directional valve seat 603 and the P port of the second-stage solenoid directional valve seat 604 through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0093] The Y port of the cover-type cartridge valve 609 is connected to the T port of the first-stage solenoid directional valve seat 603 and the T port of the second-stage solenoid directional valve seat 604 through the internal oil passage (i.e., the inner cavity) of the mounting block 601.

[0094] Among them, the P port of the first-stage solenoid directional valve 605 is connected to the P port of the first-stage solenoid directional valve seat 603.

[0095] The T port of the first-stage solenoid directional valve 605 is connected to the T port of the first-stage solenoid directional valve seat 603 and the T port of the first-stage relief valve 607 through the internal oil passage (i.e., the inner cavity) of the first-stage solenoid directional valve seat 603.

[0096] The A port of the first-stage solenoid directional valve 605 is connected to the P port of the first-stage relief valve 607 through the internal oil passage (i.e., the inner cavity) of the first-stage solenoid directional valve seat 603.

[0097] In specific implementation, the P port of the secondary solenoid directional valve 606 is connected to the P port of the secondary solenoid directional valve seat 604.

[0098] The T port of the secondary solenoid directional valve 606 is connected to the T port of the secondary solenoid directional valve seat 604 and the T port of the secondary relief valve 608 through the internal oil passage (i.e., the inner cavity) of the secondary solenoid directional valve seat 604.

[0099] The A port of the secondary solenoid directional valve 606 is connected to the P port of the secondary relief valve 608 through the internal oil passage (i.e., the inner cavity) of the secondary solenoid directional valve seat 604.

[0100] In practice, the fourth check valve 616 is located inside the oil tank 1.

[0101] It should be noted that, in specific implementation of this invention, when the coil of the electro-hydraulic directional valve 602 is not energized, the P port of the electro-hydraulic directional valve 602 is connected to the A port; when the coil of the first-stage solenoid directional valve 605 is not energized, the P port of the first-stage solenoid directional valve 605 is connected to the A port; when the coil of the second-stage solenoid directional valve 606 is not energized, the P port of the first-stage solenoid directional valve 606 is connected to the A port.

[0102] In this invention, specifically, the electro-hydraulic directional valve 602 is a mature and widely used hydraulic control component. The control technology for electro-hydraulic directional valves is a mature and widely used conventional technology, and will not be elaborated upon here.

[0103] In this invention, specifically, the electro-hydraulic directional valve 602 is a mature and widely used electrical component. For example, it can be an electro-hydraulic directional valve of model 4WEH16D-L7X / 6EG220NEZ5L manufactured by Huade Hydraulic Technology Co., Ltd., which serves as a pilot-controlled spool-type two-position four-way directional valve to control the on / off state and flow direction of the hydraulic flow. For the electro-hydraulic directional valve 602, port P is the inlet port, port A is the working port, port B is the working port, and port T is the outlet port.

[0104] It should be noted that the electro-hydraulic directional valve 602 achieves oil circuit reversal by controlling the movement of the main valve core. When the coil of the electro-hydraulic directional valve 602 is not energized, port P is connected to port A, and port B is connected to port T. When the coil of the electro-hydraulic directional valve 602 is energized, the moving iron core is lifted, and the hydraulic oil in its pilot valve chamber enters the main valve chamber. The hydraulic oil acts on the end face of the main valve core, pushing the main valve core to move, so that port P is connected to port B, and port A is connected to port T, thereby changing the flow direction of the fluid.

[0105] In this invention, specifically, both the primary solenoid directional valve seat 603 and the secondary solenoid directional valve seat 604 are self-made components, consisting of hollow, sealed housings. Their function is to mount the solenoid valve and the relief valve, with internal oil circuits connecting the various oil ports between the solenoid valve, the relief valve, and the mounting block. The P port of the solenoid directional valve seat corresponds to the P port of the solenoid directional valve, the A port of the solenoid directional valve seat corresponds to the A port of the solenoid directional valve, and the T port of the solenoid directional valve seat corresponds to the T port of the solenoid directional valve.

[0106] In this invention, specifically, both the primary solenoid directional valve 605 and the secondary solenoid directional valve 606 are existing, mature, and widely used solenoid valves. The control technology for these solenoid directional valves is a mature and widely used conventional technology, and will not be elaborated upon here.

[0107] In this invention, specifically, the primary solenoid directional valve 605 and the secondary solenoid directional valve 606 are existing, mature, and widely used valves. For example, they can both be the solenoid directional valve model M-3SEW6D-L3X / 42MG220NZ5L manufactured by Huade Hydraulic Technology Co., Ltd. This model of solenoid directional valve is an electromagnet-operated spool valve type two-position three-way directional valve used to control the on / off state and flow direction of the fluid. For the primary solenoid directional valve 605 and the secondary solenoid directional valve 606, port P is the oil inlet of the electro-hydraulic directional valve, port A is the working port, and port T is the oil outlet.

[0108] It should be noted that for the primary solenoid directional valve 605 and the secondary solenoid directional valve 606, these two solenoid directional valves achieve oil circuit reversal by controlling the movement of the main valve core. When the solenoid directional valve coil is not energized, port P is connected to port A, and port T is closed. When the solenoid directional valve coil is energized, the moving iron core is attracted, and the hydraulic oil in the pilot valve chamber enters the main valve chamber. The hydraulic oil acts on the end face of the main valve core, pushing the main valve core to move, so that port P is closed and port A is connected to port T, thereby changing the flow direction of the fluid.

[0109] In this invention, specifically, the primary relief valve 607 and the secondary relief valve 608 are existing, mature, and widely used valves. For example, they can both be relief valves of model DBDS6K10 / 100 manufactured by Huade Hydraulic Technology Co., Ltd., whose function is to limit the maximum system pressure through relief. For the primary relief valve 607 and the secondary relief valve 608, port P is the oil inlet of the relief valve, and port T is the oil outlet. Their function is as follows: when the pressure in the system exceeds the set value of the relief valve, the safety valve opens, draining a portion of the hydraulic oil in the system into the oil tank, so that the system pressure is maintained at the set value.

[0110] In this invention, specifically, the cover-type cartridge valve 609 is a mature and widely used valve technology. For example, a cover-type cartridge valve of model TG025-Y1C / c-20-0 produced by Taiyuan Heavy Industry Group Yuci Hydraulic Industry (Jinan) Co., Ltd. can be used. Its function is to limit the maximum system pressure through overflow. Port A is the oil inlet of the cartridge valve main valve, port B is the oil outlet of the cartridge valve main valve, ports X and Z1 are the control ports of the cartridge valve pilot relief valve, and port Y is the oil outlet of the cartridge valve pilot relief valve. Its function is: when the system pressure exceeds the set value of the pilot relief valve, the safety valve opens, draining a portion of the hydraulic oil in the system into the oil tank, so that the system pressure is maintained at the set value.

[0111] In this invention, specifically, the gate valve 610 is a mature and widely used valve, such as the QJH-10B gate valve manufactured by Shanghai Jieyi Valve Co., Ltd. Its function is to open or close the valve by rotating the valve stem. Port P is the oil inlet of the gate valve, and port T is the oil outlet.

[0112] In this invention, specifically, the safety relief valve 611 is a mature and widely used valve in the prior art. For example, a relief valve of model DBDS6K10 / 100 manufactured by Huade Hydraulic Technology Co., Ltd. can be used. Its function is to limit the maximum system pressure through relief. For the safety relief valve 611, port P is the oil inlet of the relief valve, and port T is the oil outlet. Its function is to provide safety protection in the system. When the system pressure exceeds the set value of the relief valve, the safety valve opens, releasing a portion of the gas in the system into the oil tank, ensuring that the system pressure does not exceed the allowable value, thereby preventing accidents caused by excessive pressure.

[0113] In a specific implementation of the present invention, under normal conditions, the electro-hydraulic directional valve 602, the first-stage solenoid directional valve 605, and the second-stage solenoid directional valve 606 shall not be energized.

[0114] In a specific implementation of the present invention, the overflow pressure of the first-stage relief valve 607 is less than the overflow pressure of the second-stage relief valve 608, and less than the overflow pressure of the cover-type cartridge valve 609.

[0115] The overflow pressure of the secondary relief valve 608 is less than the overflow pressure of the cover-type cartridge valve 609.

[0116] It should be noted that the electro-hydraulic vehicle reducer used in this invention has three levels of braking, wherein the braking pressure value of the first level is less than that of the second level and less than that of the third level.

[0117] Under normal conditions, the electro-hydraulic reducer is in the first-stage braking state. Neither the first-stage nor the second-stage solenoid directional valves are energized. The P ports of the first-stage and second-stage solenoid directional valves are connected to the A ports. Thus, the first working port of the mounting block is connected to the P ports of the first-stage relief valve, the second-stage relief valve, and the A port of the cover-type cartridge valve. When a train enters the electro-hydraulic vehicle reducer and reverses the pressure of the working cylinder on the reducer, the pressure at the first working port increases. Since the first working port is connected to the P ports of the first-stage relief valve, the second-stage relief valve, and the cover-type cartridge valve, hydraulic oil flows out from the relief valve with the lower relief pressure. The system pressure is the set pressure of that relief valve. Therefore, the set value of the relief pressure of the first-stage relief valve must be less than the relief pressure of the second-stage relief valve and the relief pressure of the cover-type cartridge valve.

[0118] For electro-hydraulic vehicle reducers, the primary solenoid directional valve is energized while the secondary solenoid directional valve is de-energized, indicating the secondary braking state of the reducer. The P port and A port of the primary solenoid directional valve are not connected, while the P port and A port of the secondary solenoid directional valve are connected. This connects the first working port of the mounting block to the P port of the secondary relief valve and the A port of the cover-type cartridge valve. When a train enters the electro-hydraulic vehicle reducer and reverses pressure on the working cylinder, the pressure at the first working port increases. Since the first working port is connected to both the P port of the secondary relief valve and the A port of the cover-type cartridge valve, hydraulic oil flows from the relief valve with the lower relief pressure. The system pressure is the set pressure of that relief valve. Therefore, the relief pressure of the secondary relief valve must be less than the relief pressure of the cover-type cartridge valve.

[0119] To better understand the technical solution of the present invention, the working principle of the present invention is explained below.

[0120] See Figure 3 As shown, under normal conditions, the electro-hydraulic directional valve 602 is not energized. The P port of the electro-hydraulic directional valve 602 is connected to the A port. After the hydraulic oil in the oil tank 1 is drawn out by the hydraulic pump 3, the hydraulic oil enters the first working oil port 601b (i.e., working oil port A) of the mounting block 601 through the first check valve 613, the second check valve 614, the third check valve 615 and the electro-hydraulic directional valve 602, thereby entering the extension cavity of the electro-hydraulic vehicle reducer cylinder, causing the piston rod of the working cylinder to extend and push the brake plate of the vehicle reducer for braking, so that the electro-hydraulic vehicle reducer is in a braking state.

[0121] Furthermore, under normal conditions, both the primary solenoid directional valve 605 and the secondary solenoid directional valve 606 are not energized. The P port of the primary solenoid directional valve 605 is connected to the A port, and the P port of the secondary solenoid directional valve 606 is connected to the A port. Thus, the first working oil port 601b (i.e., working oil port A) of the mounting block 601 is connected to the P port of the primary relief valve 607, the P port of the secondary relief valve 608, and the A port of the cover-type cartridge valve 609. When a train enters the electro-hydraulic vehicle reducer, the train wheels press against the brake plates of the vehicle reducer, thereby inversely pressing against the electro-hydraulic vehicle reducer that is linked to the brake plates. The working cylinder on the speed reducer (specifically, the piston rod of the working cylinder is linked to the brake plate) causes the pressure of the first working port 601b (i.e., working port A) to increase. Since the overflow pressure of the first-stage relief valve 607 is lower than that of the second-stage relief valve 608 and the cover-type cartridge valve 609, when the pressure of the first working port 601b (i.e., working port A) increases to the overflow pressure of the first-stage relief valve 607, the hydraulic oil overflows from the first-stage relief valve 607 through the second drain port 601h of the mounting block 601 into the oil tank 1. The pressure of the first working port 601b (i.e., working port A) is maintained at the overflow pressure of the first-stage relief valve 607.

[0122] It should be noted that the hydraulic station provided by this invention is a graded pressure regulating hydraulic station applied to electro-hydraulic vehicle reducers. By applying this invention, since the electro-hydraulic directional valve, the first-stage electromagnetic directional valve, and the second-stage electromagnetic directional valve are not energized under normal conditions, the electro-hydraulic vehicle reducer is in the first-stage braking state. The braking force is generated by pressurizing the hydraulic oil in the extended cavity of the working cylinder of the wheel reducer by the train wheel entry (i.e., entering the gap between the two original brake plates of the vehicle reducer), thereby reducing energy consumption.

[0123] When the primary solenoid directional valve 605 is energized and the secondary solenoid directional valve 606 is de-energized, the P port of the primary solenoid directional valve 605 is closed, and the P port of the secondary solenoid directional valve 606 is connected to the A port. This connects the first working oil port 601b (i.e., working oil port A) of the mounting block 601 to the P port of the secondary relief valve 608 and the A port of the cover-type cartridge valve 609. When a train enters the electro-hydraulic vehicle reducer, the train wheels press against the brake plates used for braking, thus reverse-pressing the electro-hydraulic system linked to the brake plates. The working cylinder on the vehicle reducer causes the pressure of the first working port 601b (i.e., working port A) to increase. Since the overflow pressure of the secondary relief valve 608 is lower than that of the cover-type cartridge valve 609, when the pressure of the first working port 601b (i.e., working port A) increases to the overflow pressure of the secondary relief valve 608, the hydraulic oil overflows from the secondary relief valve 608 through the second drain port 601h of the mounting block 601 into the oil tank 1. The pressure of the first working port 601b (i.e., working port A) is maintained at the overflow pressure of the secondary relief valve 608.

[0124] When both the primary solenoid directional valve 605 and the secondary solenoid directional valve 606 are energized, the P ports of both valves are closed. As a result, the first working port 601b (i.e., working port A) of the mounting block 601 is only connected to port A of the cover-type cartridge valve 609. When a train enters the electro-hydraulic vehicle reducer, the train wheels press against the brake plates of the reducer, thereby pressuring the working cylinder on the electro-hydraulic vehicle reducer that is linked to the brake plates. This causes the pressure of the first working port 601b (i.e., working port A) to rise. When the pressure of the first working port 601b (i.e., working port A) rises to the overflow pressure of the cover-type cartridge valve 609, the hydraulic oil overflows from the cover-type cartridge valve 609 through the second drain port 601h into the oil tank 1. The pressure of the first working port 601b (i.e., working port A) remains at the overflow pressure of the cover-type cartridge valve 609.

[0125] When the electro-hydraulic directional valve 602 is energized, its P port is connected to its B port, and its A port is connected to its T port. The hydraulic oil in the extended cavity of the original working cylinder of the electro-hydraulic vehicle reducer enters the oil tank 1 through the first working oil port 601b (i.e., working oil port A) of the mounting block 601, the A and T ports of the electro-hydraulic directional valve 602, and the first drain port 601g of the mounting block 601. The hydraulic oil in the oil tank enters the second working oil port 601c (i.e., working oil port B) of the mounting block 601 through the first check valve 613, the second check valve 614, the third check valve 615, and the electro-hydraulic directional valve 602, thereby entering the pull-in cavity (i.e., the front cavity) of the original working cylinder 100 of the electro-hydraulic vehicle reducer, causing the piston rod of the working cylinder to be pulled in (i.e., retracted), so that the electro-hydraulic vehicle reducer is in a released state.

[0126] Based on the hydraulic station provided by the present invention described above, the present invention also provides a vehicle reducer, which includes the hydraulic station as described above.

[0127] In specific implementation, the vehicle reducer with the hydraulic station described above provided by the present invention is a vehicle reducer obtained by improving and upgrading the hydraulic station of the existing mature and widely used electro-hydraulic vehicle reducer (such as the electro-hydraulic vehicle reducer with model T.JY5 produced by Tianjin Railway Signal Co., Ltd.).

[0128] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hydraulic station applied in a vehicle retarder, characterized in that, The oil tank (1), the motor (4), the hydraulic pump (3), the filter (2), the hydraulic integrated valve group (6) and the accumulator (5) are included. The output shaft of the motor (4) is connected with the power input shaft of the hydraulic pump (3). The oil tank (1) is pre-stored with hydraulic oil. The oil tank (1) is provided with the hydraulic pump (3) and the filter (2). The liquid inlet of the filter (2) is below the hydraulic oil liquid level in the oil tank (1). The liquid outlet of the filter (2) is connected with the hydraulic pump oil suction port (301) of the hydraulic pump (3) through a hollow connecting pipeline. The top of the oil tank (1) is provided with the accumulator (5). The hydraulic pump oil outlet (302) of the hydraulic pump (3) is connected with the oil inlet (601a) on the mounting block (601) of the hydraulic integrated valve group (600) through a hollow connecting pipeline. The oil inlet and outlet of the accumulator (5) are connected with the first oil port (601d) on the mounting block (601) of the hydraulic integrated valve group (6) through a hollow connecting pipeline. The hydraulic integrated valve group (6) is connected with the original working oil cylinder (100) of the vehicle retarder, and is used for outputting hydraulic oil to the original working oil cylinder (100) of the vehicle retarder, so as to provide power for the action of the vehicle retarder.

2. The hydraulic station of claim 1, wherein, The first working oil port (601b) and the second working oil port (601c) of the hydraulic integrated valve group (6) are respectively connected with one oil inlet and outlet port X of the extension cavity of the original working oil cylinder (100) of the vehicle retarder and one oil inlet and outlet port Y of the pull-in cavity of the original working oil cylinder (100) of the vehicle retarder.

3. The hydraulic station of claim 1, wherein, The top of the oil tank (1) is provided with an oil tank upper plate (101). The motor (4) is arranged on the oil tank upper plate (101). The mounting block (601) is a hollow sealed shell.

4. The hydraulic station according to any one of claims 1 to 3, characterized in that The hydraulic integrated valve group (600) includes a hollow sealed mounting block (601), an electro-hydraulic reversing valve (602), a first-stage electromagnetic reversing valve seat (603), a second-stage electromagnetic reversing valve seat (604), a first-stage electromagnetic reversing valve (605), a second-stage electromagnetic reversing valve (606), a first-stage overflow valve (607), a second-stage overflow valve (608), a cover plate type cartridge valve (609), a stop valve (610), a safety overflow valve (611), a pressure sensor (612), a first one-way valve (613), a second one-way valve (614), a third one-way valve (615) and a fourth one-way valve (616). The bottom of the mounting block (601) is connected with the oil tank upper plate (101) at the top of the oil tank (1). The bottom of the mounting block (601) is provided with a third oil port (601f), a first oil discharge port (601g) and a second oil discharge port (601h). The third oil port (601f) is connected with the outlet of the fourth one-way valve (615) through a hollow connecting pipeline. The first oil discharge port (601g) and the second oil discharge port (601h) are respectively connected with the inner cavity of the oil tank (1) through a hollow connecting pipeline.

5. The hydraulic station of claim 4, wherein, The top of the mounting block (601) is provided with an electro-hydraulic reversing valve (602), a first electromagnetic reversing valve seat (603), a second electromagnetic reversing valve seat (604), and a cover plate type cartridge valve (609); The first electromagnetic reversing valve seat (603) is provided with a first electromagnetic reversing valve (605), and the front end face of the first electromagnetic reversing valve seat (603) is provided with a first overflow valve (607); The second electromagnetic reversing valve seat (604) is provided with a second electromagnetic reversing valve (606), and the front end face of the second electromagnetic reversing valve seat (604) is provided with a second overflow valve (608); The front end face of the mounting block (601) is provided with a stop valve (610), a safety overflow valve (611), a pressure sensor (612), an oil inlet (601a), and a first oil outlet (601d); The rear end face of the mounting block (601) is provided with a first working oil outlet (601b) and a second working oil outlet (601c); The first working oil outlet (601b) is connected to an inlet and outlet port on the extension cavity of the original working oil cylinder of the vehicle retarder through a hollow pipeline; The second working oil outlet (601c) is connected to an inlet and outlet port on the pull-in cavity of the original working oil cylinder of the vehicle retarder through a hollow pipeline.

6. The hydraulic station of claim 5, wherein, The right end face of the mounting block (601) is provided with a second oil outlet (601e); The second oil outlet (601e) is connected to the inlet of the fourth one-way valve (616) through a hollow connecting pipeline; The mounting block (601) is internally provided with a first one-way valve (613), a second one-way valve (614), and a third one-way valve (615); The inlet of the first one-way valve (613) is connected to the oil inlet (601a) of the mounting block through an internal oil passage of the mounting block (601); The outlet of the first one-way valve (613) is connected to the inlet of the second one-way valve (614), the P port of the safety overflow valve (611), and the third oil outlet (601f) through internal oil passages of the mounting block (601); The outlet of the second one-way valve (614) is connected to the first oil outlet (601d) of the mounting block (601), the pressure measuring port of the pressure sensor (612), and the inlet of the third one-way valve (615) through internal oil passages of the mounting block (601); The outlet of the third one-way valve (615) is connected to the P port of the stop valve (610) and the P port of the electro-hydraulic reversing valve (602) through internal oil passages of the mounting block (601).

7. The hydraulic station of claim 6, wherein, The A port of the electro-hydraulic reversing valve (602) is connected to the first working oil outlet (601b) of the mounting block (601), and the A port and the X port of the cover plate type cartridge valve (609) through internal oil passages of the mounting block (601); The B port of the electro-hydraulic reversing valve (602) is connected to the second working oil outlet (601c) of the mounting block (601) through internal oil passages of the mounting block (601); The B port of the cover plate type cartridge valve (609) is connected to the second oil outlet (601e) of the mounting block (601). The Z1 port of the cover plate type cartridge valve (609) is connected with the P port of the first electromagnetic directional valve seat (603) and the P port of the second electromagnetic directional valve seat (604) through the internal oil circuit of the mounting block (601); The Y port of the cover plate type cartridge valve (609) is connected with the T port of the first electromagnetic directional valve seat (603) and the T port of the second electromagnetic directional valve seat (604) through the internal oil circuit of the mounting block (601).

8. The hydraulic station of claim 7, wherein, The P port of the first electromagnetic directional valve (605) is connected with the P port of the first electromagnetic directional valve seat (603) in correspondence; The T port of the first electromagnetic directional valve (605) is connected with the T port of the first electromagnetic directional valve seat (603) and the T port of the first overflow valve (607) through the internal oil circuit of the first electromagnetic directional valve seat (603); The A port of the first electromagnetic directional valve (605) is connected with the P port of the first overflow valve (607) through the internal oil circuit of the first electromagnetic directional valve seat (603); The P port of the second electromagnetic directional valve (606) is connected with the P port of the second electromagnetic directional valve seat (604) in correspondence; The T port of the second electromagnetic directional valve (606) is connected with the T port of the second electromagnetic directional valve seat (604) and the T port of the second overflow valve (608) through the internal oil circuit of the second electromagnetic directional valve seat (604); The A port of the second electromagnetic directional valve (606) is connected with the P port of the second overflow valve (608) through the internal oil circuit of the second electromagnetic directional valve seat (604).

9. The hydraulic station of claim 4, wherein, The overflow pressure of the first overflow valve (607) is less than the overflow pressure of the second overflow valve (608) and the overflow pressure of the cover plate type cartridge valve (609); The overflow pressure of the second overflow valve (608) is less than the overflow pressure of the cover plate type cartridge valve (609).

10. A vehicle retarder, characterised in that The hydraulic station comprises the hydraulic station according to any one of claims 1 to 9. The hydraulic station comprises the hydraulic station according to any one of claims 1 to 9.

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