Semi-active control type shock absorber for railway vehicle

Abstract

The utility model provides a semi-active control type shock absorber of a railway vehicle, and relates to the technical field of shock absorbers, an oil storage cylinder is sleeved outside a working cylinder, and an oil storage cavity is arranged between the oil storage cylinder and the working cylinder; the piston valve assembly is fixedly arranged at one end of the piston rod, the piston rod and the piston valve assembly are both arranged in the working cylinder, and the piston valve assembly moves in the working cylinder through the piston rod and divides the internal space of the working cylinder into a compression cavity and a stretching cavity; a guide assembly is arranged on one side of the working cylinder, an oil storage cylinder base is arranged on the other side of the oil storage cylinder and the other side of the working cylinder, and the oil guide pipe is arranged in the oil storage cavity. The electromagnetic regulating valve assembly, the electromagnetic switch valve assembly and the damping valve assembly are all fixedly arranged on the side face of the oil storage cylinder base. The semi-active control type shock absorber can meet different damping requirements of a vehicle at the same speed, the semi-active control type shock absorber gradually replaces an original passive shock absorber to meet various damping requirements, and more comfortable and excellent riding experience is brought to passengers.

Description

Technical Field

[0001] This utility model relates to the field of vibration damper technology, and in particular to a semi-active control vibration damper for rail vehicles. Background Technology

[0002] Currently, the vibration dampers used in the rail vehicle field are mainly passive vibration dampers. These vibration dampers mainly achieve the product damping function through preset damping force, but cannot adjust their preset value in real time during vehicle operation.

[0003] With the increasing speed of my country's rail transit and the growing demand for passenger comfort, a single, fixed damping system in passive vibration dampers is no longer sufficient. On the one hand, when high-speed trains travel on straight roads, anti-hunting dampers need to provide greater damping to attenuate hunting motion, while providing less rotational damping to facilitate curve crossing. On the other hand, the required damping for a vehicle depends on the magnitude of vibration. That is, due to different track conditions, the magnitude of vibration generated at the same vibration speed varies, and the required damping force of the damper also differs. All of this indicates that a single, immutable damping system in passive vibration dampers can no longer meet the requirements of vehicle dynamics. Utility Model Content

[0004] The purpose of this utility model embodiment is to provide a semi-active control type vibration damper for rail vehicles, which can meet the different damping requirements of the vehicle at the same speed. The semi-active control type vibration damper will gradually replace the original passive vibration damper to match various types of damping requirements and bring passengers a more comfortable and superior riding experience.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] This utility model embodiment provides a semi-active control type vibration damper for rail vehicles, including: an oil reservoir, a working cylinder, a piston rod, a piston valve assembly, a guide assembly, an oil reservoir base, an oil guide pipe, an electromagnetic regulating valve assembly, an electromagnetic switching valve assembly, and a damping valve assembly;

[0007] The oil storage cylinder is sleeved outside the working cylinder, and an oil storage chamber is provided between the oil storage cylinder and the working cylinder;

[0008] The piston valve assembly is fixedly disposed at one end of the piston rod. Both the piston rod and the piston valve assembly are disposed inside the working cylinder. The piston valve assembly moves within the working cylinder via the piston rod, dividing the internal space of the working cylinder into a compression chamber and a tension chamber.

[0009] The guide assembly is provided on one side of the working cylinder, and the oil reservoir base is provided on the other side of the oil reservoir and the working cylinder. The oil guide pipe is provided in the oil reservoir cavity.

[0010] The electromagnetic regulating valve assembly, the electromagnetic switching valve assembly, and the damping valve assembly are all fixedly mounted on the side of the oil reservoir base.

[0011] In some embodiments, the electromagnetic regulating valve assembly is threadedly connected to the oil reservoir base, and the electromagnetic regulating valve assembly includes:

[0012] The magnetic core consists of an assembly, an inner valve sleeve, a top cover, a regulating valve pin, a control valve core, a flow channel valve core, a first regulating valve spring, and a second regulating valve spring.

[0013] The magnetic core sub-assembly, the inner valve sleeve, and the upper cover are all fixedly disposed inside the electromagnetic regulating valve assembly. The regulating valve pin is disposed inside the magnetic core sub-assembly. The inner valve sleeve and the upper cover are sequentially disposed at one end of the regulating valve pin. The control valve core is disposed between the regulating valve pin and the inner valve sleeve, and the regulating valve pin and the control valve core are in contact. The flow channel valve core is disposed between the inner valve sleeve and the upper cover. The first regulating valve spring is disposed between the control valve core and the inner valve sleeve, and the two ends of the first regulating valve spring abut against the control valve core and the inner valve sleeve, respectively. The second regulating valve spring is disposed between the inner valve sleeve and the flow channel valve core, and the two ends of the second regulating valve spring abut against the inner valve sleeve and the flow channel valve core, respectively.

[0014] In some embodiments, the electromagnetic switch valve assembly and the oil reservoir base are connected by a threaded connection, and the electromagnetic switch valve assembly includes:

[0015] Magnetic core controller, switch valve mounting base, switch valve pin, switch valve valve pin, switch valve top cover, switch valve spring and switch valve lock nut;

[0016] The switch valve mounting base is disposed on one side of the magnetic core controller. The switch valve pin is disposed inside the magnetic core controller and the switch valve mounting base. The switch valve pin is disposed inside the switch valve mounting base, and the switch valve pin and the switch valve pin are in contact. One end of the switch valve pin extends out of the switch valve mounting base. The switch valve top cover is fixedly connected to the switch valve mounting base. The switch valve spring is disposed between the switch valve top cover and the switch valve mounting base, and both ends of the switch valve spring abut against the switch valve top cover and the switch valve pin, respectively. The switch valve pin, the switch valve spring, and the switch valve top cover are sequentially disposed at one end of the switch valve pin. The switch valve locking nut is disposed at the other end of the switch valve pin.

[0017] In some embodiments, the damping valve assembly includes a damping valve adjusting screw, a damping valve locking nut, a damping valve seat, a damping valve pin, and a damping valve spring;

[0018] The damping valve locking nut is sleeved on the outside of the damping valve adjusting screw and is threadedly connected to the damping valve adjusting screw. The damping valve seat is sleeved on the outside of the damping valve pin and the two are movably connected. One end of the damping valve spring abuts against the damping valve adjusting screw and the other end abuts against the damping valve pin.

[0019] In some embodiments, the oil reservoir base includes an oil guide pipe inlet, an oil guide pipe circuit, a first damping valve inlet, a first damping valve circuit, a second damping valve inlet, a second damping valve circuit, an electromagnetic regulating valve inlet, an electromagnetic regulating valve circuit, a first electromagnetic switch valve inlet, a first electromagnetic switch valve circuit, a second electromagnetic switch valve inlet one, a second electromagnetic switch valve inlet two, and a second electromagnetic switch valve circuit.

[0020] The oil guide pipe is connected to the oil passage of the oil guide pipe, and the oil passage of the oil guide pipe is connected to the oil passage of the oil guide pipe;

[0021] The first damping valve oil circuit, the second damping valve oil circuit, the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil circuit are all connected to the oil guide pipe oil circuit;

[0022] The first damping valve oil port is connected to the first damping valve oil circuit, the second damping valve oil port is connected to the second damping valve oil circuit, the electromagnetic regulating valve oil port is connected to the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil port is connected to the first electromagnetic switch valve oil circuit.

[0023] Both the first oil port of the second electromagnetic switch valve and the second oil port of the second electromagnetic switch valve are connected to the oil circuit of the second electromagnetic switch valve.

[0024] In some embodiments, the piston valve assembly includes a piston check valve seat, a piston check valve cover, a piston check valve disc valve, and a piston check valve spring;

[0025] The piston check valve seat and the piston check valve cover are fixedly connected. The piston check valve disc valve is disposed between the piston check valve seat and the piston check valve cover. The piston check valve spring is disposed between the piston check valve disc valve and the piston check valve cover, and the two ends of the piston check valve spring abut against the piston check valve disc valve and the piston check valve cover, respectively.

[0026] In some embodiments, a base check valve assembly is also included;

[0027] The base check valve assembly includes a base check valve seat, a base check valve cover, a base check valve disc valve, and a base check valve spring.

[0028] The base check valve seat and the base check valve cover are fixedly connected. The base check valve disc valve is disposed between the base check valve seat and the base check valve cover. The base check valve spring is disposed between the base check valve disc valve and the base check valve cover, and the two ends of the base check valve spring abut against the base check valve disc valve and the base check valve cover, respectively.

[0029] In some embodiments, the guide assembly includes a guide seat, an oil guide pipe through hole, an oil discharge hole, an oil seal, and an oil scraper ring;

[0030] The guide seat has an internal cavity, the oil guide pipe through hole is located on one side of the guide seat and communicates with the internal cavity of the guide seat, and the oil discharge hole is located on the other side of the guide seat, with its two ends respectively connected to the inside and outside of the guide seat;

[0031] Both the oil seal and the oil scraper ring are located inside the guide seat, and the oil scraper ring is located further away from the working cylinder than the oil seal. The oil discharge hole is located between the oil seal and the oil scraper ring.

[0032] In some embodiments, one end of the oil guide pipe is connected to the guide assembly, and the other end is connected to the oil reservoir base.

[0033] In some embodiments, one electromagnetic regulating valve assembly is provided, and two electromagnetic switching valve assemblies and two damping valve assemblies are provided.

[0034] With the increasing speed of rail transit in my country, the single fixed damping system within passive vibration dampers is no longer sufficient. On the one hand, when trains travel on straight roads, anti-hunting dampers need to provide greater damping to attenuate the hunting motion, while smaller rotational damping is required to facilitate curve crossing. On the other hand, the damping required by the vehicle depends on the magnitude of the vibration. That is, due to different track conditions, the magnitude of vibration generated at the same vibration speed is different, and the required damping force is also different. All of these indicate that passive vibration dampers can no longer meet the requirements of vehicle dynamic performance.

[0035] To meet the requirements of continuously variable damping for high-speed trains and to enable domestic brands to "leapfrog" the competition, the research and development of semi-active control vibration dampers has become increasingly important. The development of semi-active control vibration dampers with independent intellectual property rights and an independent brand, achieved through this application, will not only fill the gap in domestic high-end vibration damper production and promote the optimization and upgrading of the vibration damper industry, but also play a positive role in optimizing and upgrading my country's high-speed rail vehicle industry.

[0036] Currently, in the field of rail vehicles, both domestic and foreign vibration dampers mainly use passive vibration dampers, which means that a single vibration damper corresponds to a fixed damping system. These vibration dampers mainly achieve the product's damping function through preset damping forces, but they cannot adjust their preset values ​​in real time during vehicle operation; each speed corresponds to a damping force.

[0037] As train speeds increase, the limitations of passive dampers become increasingly apparent, failing to meet the damping requirements at high speeds. To address the varying damping needs of vehicles at the same speed, research and development has been undertaken on high-speed semi-active control dampers. These semi-active control dampers will gradually replace the original passive dampers to match various damping requirements, providing passengers with a more comfortable and superior riding experience.

[0038] There are currently no precedents for the large-scale application of semi-active track vibration dampers, either domestically or internationally. To address this gap in existing domestic and international technologies, this research focuses on the working mechanism of semi-active track vibration dampers, analyzes the relationship between the internal structure of key components and their external dynamic characteristics, establishes an accurate numerical model of the track-vehicle-pedestrian system dynamics, and fully utilizes modern virtual prototyping technology to independently and creatively conduct research on the mathematical modeling, digital design, and digital testing of semi-active track vibration dampers and suspension systems. This research is of great significance.

[0039] Currently, the domestic passive vibration damper market is mainly dominated by foreign brands. Furthermore, foreign companies impose technological blockades on the domestic market, resulting in high development costs and product prices. Semi-active vibration dampers have not yet seen large-scale application both domestically and internationally. Semi-active vibration dampers can help domestic brands achieve a "leapfrog development," and once successfully developed, they will be used in high-speed trains such as bullet trains, high-speed rail, and maglev trains. Applying solenoid valves to vibration dampers fills the gap in the development and application of semi-active vibration dampers for rail vehicles both domestically and internationally, providing application solutions for solenoid valves in rail vibration dampers, expanding the applicability of semi-active vibration dampers for rail vehicles, and simultaneously bringing a more comfortable and superior riding experience to passengers.

[0040] Upon completion and reaching full production capacity, the project will have an annual production capacity of 30,000 shock absorbers, with an expected increase in sales revenue of approximately 300 million yuan and additional profits and taxes of approximately 51 million yuan, including approximately 30 million yuan in profit. It will enable large-scale industrial production of key components for the railway industry, creating conditions for the rapid localization of railway shock absorbers. It will also enhance the theoretical research and technological innovation capabilities of domestic vehicle shock absorbers and suspension systems. Furthermore, it will have a positive demonstrative and driving effect on improving the localization of key components for high-speed trains in our province, promoting the sustained, rapid, and healthy development of the rail transit industry, and extending the enterprise's industrial chain.

[0041] On the other hand, it can drive technological progress and innovation in related industries such as steel and powder metallurgy, which will boost the development of related industries, promote technological progress in the same industry in Henan and even the whole country, drive the development of regional and national economies, and increase employment while providing high-quality products.

[0042] Driven by this application, the formation of high-end talent teams can be accelerated. First, it will expedite the introduction and training of master's and doctoral degree holders, optimizing the talent structure. Second, it will promote the training of specialized technicians in vibration damper technology and equipment. Third, focusing on the strategic deployment of key R&D projects, it will intensify efforts to attract high-level scientific and technological talent and innovative teams, solidifying the foundation for high-quality development and continuously increasing the number of leading talents.

[0043] This utility model provides a semi-active control type vibration damper for rail vehicles. For the first time in the field of rail vehicles, it integrates the functions of two types of solenoid valves into the vibration damper body by using an electromagnetic regulating valve assembly and an electromagnetic switching valve assembly, as well as adjusting the damper valve system damping oil circuit. By controlling each solenoid valve, it can realize real-time switching of four modes: passive working mode, continuously variable damping working mode, tension instantaneous unloading working mode, and compression instantaneous unloading working mode. It can adjust in time to match the damping requirements of various types, thereby improving the stability and comfort of rail vehicle operation.

[0044] This utility model provides a semi-active control type vibration damper for rail vehicles. In the specific implementation process, the solenoid valves to be installed can be adjusted according to the functional requirements of the vibration damper product, so as to better save costs and meet product requirements.

[0045] This utility model provides a semi-active control type vibration damper for rail vehicles. For the first time in the field of rail vehicles, a solenoid valve is applied to a vibration damper, filling the gap in the development and application of semi-active control type vibration dampers for rail vehicles at home and abroad. At the same time, the semi-active control type vibration damper for rail vehicles provides a solution for the application of solenoid valves in rail vehicles and expands its application scenarios and scope of application. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in this disclosure, the accompanying drawings used in some embodiments of this disclosure will be briefly described below. Obviously, the drawings described below are only drawings of some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings. In addition, the drawings described below can be regarded as schematic diagrams and are not intended to limit the actual size of the product, the actual process of the method, etc. involved in the embodiments of this disclosure.

[0047] Figure 1 This is a schematic diagram of a vibration damper structure according to some embodiments of the present disclosure;

[0048] Figure 2 A cross-sectional view of a vibration damper according to some embodiments of this disclosure. Figure 1 ;

[0049] Figure 3 A cross-sectional view of a vibration damper according to some embodiments of this disclosure. Figure 2 ;

[0050] Figure 4 This is a cross-sectional view of an electromagnetic control valve assembly according to some embodiments of the present disclosure;

[0051] Figure 5 This is a cross-sectional view of an electromagnetic switching valve assembly according to some embodiments of the present disclosure;

[0052] Figure 6 A cross-sectional view of a damping valve assembly according to some embodiments of this disclosure;

[0053] Figure 7 This is a schematic diagram of the damping valve pin structure according to some embodiments of the present disclosure;

[0054] Figure 8 This is a schematic diagram of the oil reservoir base structure according to some embodiments of the present disclosure;

[0055] Figure 9 A cross-sectional view of the oil reservoir base according to some embodiments of this disclosure. Figure 1 ;

[0056] Figure 10 A cross-sectional view of the oil reservoir base according to some embodiments of this disclosure. Figure 2 ;

[0057] Figure 11 A cross-sectional view of a piston valve assembly according to some embodiments of this disclosure;

[0058] Figure 12 A cross-sectional view of a base check valve assembly according to some embodiments of this disclosure;

[0059] Figure 13This is a cross-sectional view of a guide assembly according to some embodiments of the present disclosure;

[0060] Figure 14 This is a schematic diagram illustrating the working principle of a vibration damper according to some embodiments of the present disclosure. Detailed Implementation

[0061] The technical solutions in some embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments provided in this disclosure are within the scope of protection of this disclosure.

[0062] Unless the context otherwise requires, throughout the specification and claims, the term "comprising" is interpreted as open-ended and encompassing, meaning "including, but not limited to." In the description of the specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this disclosure. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics mentioned may be included in any suitable manner in any one or more embodiments or examples.

[0063] This utility model embodiment provides a semi-active control type vibration damper for rail vehicles, such as... Figures 1 to 3 As shown, it includes: oil reservoir 1, working cylinder 2, piston rod 3, piston valve assembly 4, guide assembly 5, oil reservoir base 6, oil guide pipe 7, electromagnetic regulating valve assembly 8, electromagnetic switch valve assembly 9, and damping valve assembly 10.

[0064] In some embodiments, the oil storage cylinder 1 is sleeved outside the working cylinder 2, and an oil storage chamber 12 is provided between the oil storage cylinder 1 and the working cylinder 2.

[0065] Specifically, both the oil reservoir 1 and the working cylinder 2 are hollow cylindrical structures, but their diameters are different. The diameter of the oil reservoir 1 is larger than that of the working cylinder 2. Therefore, when the oil reservoir 1 is fitted onto the outside of the working cylinder 2, there is a cavity between the oil reservoir 1 and the working cylinder 2, which is the oil reservoir 12.

[0066] In practical applications, the plastic film airbag is freely placed inside the oil reservoir 12 to facilitate the operation of the shock absorber. For example, the plastic film airbag is an airbag sealed on all four sides and filled with gas inside. When placed inside the oil reservoir 12, it can leave gas space in the oil reservoir 12 when the shock absorber is working, which facilitates the stretching and compression of the shock absorber.

[0067] In some embodiments, the piston valve assembly 4 is fixedly disposed at one end of the piston rod 3. Both the piston rod 3 and the piston valve assembly 4 are disposed in the working cylinder 2. The piston valve assembly 4 moves within the working cylinder 2 via the piston rod 3, dividing the internal space of the working cylinder 2 into a compression chamber 21 and a tension chamber 22.

[0068] Specifically, such as Figure 3 As shown, the piston valve assembly 4 is in contact with the working cylinder 2. When the piston rod 3 moves inside the working cylinder 2, it can drive the piston valve assembly 4 to move closely against the inside of the working cylinder 2, thereby dividing the inside of the working cylinder 2 into two chambers, namely the compression chamber 21 and the tension chamber 22.

[0069] In some embodiments, a guide assembly 5 is provided on one side of the working cylinder 2, and an oil storage cylinder base 6 is provided on the other side of the oil storage cylinder 1 and the working cylinder 2. An oil guide pipe 7 is provided in the oil storage chamber 12.

[0070] Specifically, the length of the working cylinder 2 is less than that of the oil storage cylinder 1. The guide assembly 5 is located on one side of the working cylinder 2, and both the guide assembly 5 and the working cylinder 2 are located inside the oil storage cylinder 1. An oil storage cylinder base 6 is located on the other side of the oil storage cylinder 1 and the working cylinder 2. Both the oil storage cylinder 1 and the working cylinder 2 are fixedly connected to the oil storage cylinder base 6.

[0071] For example, the oil reservoir 1 and the oil reservoir base 6 are connected by welding, and the working cylinder 2 and the oil reservoir base 6 are connected by limiting support. Specifically, the top of the oil reservoir base 6 is provided with a boss, which is inserted into the working cylinder 2, thereby connecting the working cylinder 2 and the oil reservoir base 6.

[0072] In some examples, one end of the oil guide pipe 7 is connected to the guide assembly 5, and the other end is connected to the oil reservoir base 6. In this way, when the piston rod 3 performs the stretching motion, the oil in the stretching chamber 22 of the working cylinder 2 flows into the oil guide pipe 7 through the guide assembly 5, and then flows into the oil reservoir base 6 after passing through the oil guide pipe 7, thus realizing the flow of oil.

[0073] In some embodiments, the electromagnetic regulating valve assembly 8, the electromagnetic switching valve assembly 9, and the damping valve assembly 10 are all fixedly disposed on the side of the oil reservoir base 6.

[0074] In some examples, there is one solenoid regulating valve assembly 8, and two solenoid switching valve assemblies 9 and two damping valve assemblies 10. The two solenoid switching valve assemblies 9 are respectively the first solenoid switching valve assembly 901 and the second solenoid switching valve assembly 902, and the two damping valve assemblies 10 are respectively the first damping valve assembly 1001 and the second damping valve assembly 1002.

[0075] In some embodiments, the shock absorber includes four operating modes: passive operating mode, continuously variable damping operating mode, instantaneous tension unloading operating mode, and instantaneous compression unloading operating mode. The operating modes of the shock absorber can be switched in real time by adjusting the on / off state of the electromagnetic regulating valve assembly 8 and / or the electromagnetic switching valve assembly 9.

[0076] Specifically, when the vibration damper operates in passive mode, the first electromagnetic switch valve assembly 901, the second electromagnetic switch valve assembly 902, and the electromagnetic regulating valve assembly 8 are all closed. When the vibration damper operates in continuously variable damping mode, the first electromagnetic switch valve assembly 901 and the second electromagnetic switch valve assembly 902 are both closed, and the electromagnetic regulating valve assembly 8 controls the degree of closure. When the vibration damper operates in tensile instantaneous unloading mode, the first electromagnetic switch valve assembly 901 and the electromagnetic regulating valve assembly 8 are both open, and the second electromagnetic switch valve assembly 902 is closed. When the vibration damper operates in compression instantaneous unloading mode, the second electromagnetic switch valve assembly 902 and the electromagnetic regulating valve assembly 8 are both open, and the first electromagnetic switch valve assembly 901 is closed.

[0077] This utility model provides a semi-active control type vibration damper for rail vehicles. For the first time in the field of rail vehicles, it integrates the functions of two types of solenoid valves into the vibration damper body by using an electromagnetic regulating valve assembly and an electromagnetic switching valve assembly, as well as adjusting the damper valve system damping oil circuit. By controlling each solenoid valve, it can realize real-time switching of four modes: passive working mode, continuously variable damping working mode, tension instantaneous unloading working mode, and compression instantaneous unloading working mode. It can adjust in time to match the damping requirements of various types, thereby improving the stability and comfort of rail vehicle operation.

[0078] In some embodiments, such as Figure 4 As shown, the electromagnetic regulating valve assembly 8 is threadedly connected to the oil reservoir base 6. The electromagnetic regulating valve assembly 8 includes a magnetic core sub-assembly 81, an inner valve sleeve 82, an upper cover 83, a regulating valve pin 84, a control valve core 85, a flow channel valve core 86, a first regulating valve spring 87, and a second regulating valve spring 88.

[0079] In some embodiments, the magnetic core sub-assembly 81, the inner valve sleeve 82, and the upper cover 83 are all fixedly disposed inside the electromagnetic regulating valve assembly 8. The regulating valve pin 84 is disposed inside the magnetic core sub-assembly 81. The inner valve sleeve 82 and the upper cover 83 are sequentially disposed at one end of the regulating valve pin 84. The control valve core 85 is disposed between the regulating valve pin 84 and the inner valve sleeve 82, and the regulating valve pin 84 and the control valve core 85 are in contact. The flow channel valve core 86 is disposed between the inner valve sleeve 82 and the upper cover 83. The first regulating valve spring 87 is disposed between the control valve core 85 and the inner valve sleeve 82, and the two ends of the first regulating valve spring 87 abut against the control valve core 85 and the inner valve sleeve 82, respectively. The second regulating valve spring 88 is disposed between the inner valve sleeve 82 and the flow channel valve core 86, and the two ends of the switching valve spring abut against the inner valve sleeve 82 and the flow channel valve core 86, respectively.

[0080] Specifically, a cavity is provided between the control valve core 85 and the inner valve sleeve 82, and a first regulating valve spring 87 is disposed in the cavity, with one end of the first regulating valve spring 87 abutting against the control valve core 85 and the other end abutting against the inner valve sleeve 82; a control oil chamber 89 is provided between the inner valve sleeve 82 and the flow channel valve core 86, and a second regulating valve spring 88 is disposed in the control oil chamber 89, with one end of the second regulating valve spring 88 abutting against the inner valve sleeve 82 and the other end abutting against the flow channel valve core 86.

[0081] The electromagnetic regulating valve assembly 8 controls the current value of the external power supply to adjust the working state of the magnetic core sub-assembly 81, thereby controlling whether the regulating valve pin 84 advances or not, and thus controlling the advance of the control valve core 85, adjusting the internal pressure of the control oil chamber 89, and realizing the control of the advance of the flow channel valve core 86, so as to control the flow of internal oil and meet the needs of variable damping force adjustment (before using the electromagnetic regulating valve assembly, the damping force of the shock absorber damping valve assembly must be adjusted to the upper limit of the specification).

[0082] For example, when the magnetic core assembly 81 is energized, the adjusting valve pin 84 advances to different degrees depending on the current value, thereby controlling the advance of the control valve core 85. Under the action of the first adjusting valve spring 87, the gap between the control valve core 85 and the inner valve sleeve 82 becomes smaller. The oil in the damper causes the pressure in the control oil chamber 89 to increase, thus reducing the opening and closing degree of the flow channel valve core 86. The gap between the flow channel valve core 86 and the upper cover 83 becomes smaller, thereby realizing the control of the change in oil flow.

[0083] For example, when the magnetic core assembly 81 is de-energized, during low-speed operation of the damper, the internal oil pushes the flow channel valve core 86, overcoming the pressure of the second regulating valve spring 88, creating a gap between the upper cover 83 and the flow channel valve core 86. The oil can flow back into the damper through this gap. At this time, the damper's damping force is less than the upper limit of the low-speed damping force specification. During medium-to-high-speed operation of the damper, the control valve core 85 moves and engages with the right regulating valve pin 84. Only a small amount of oil flows back into the damper through the gap in the control valve core 85. Due to the combined action of the oil pressure inside the damper and the pressure of the second regulating valve spring 88, the opening and closing degree of the flow channel valve core 86 in the control oil chamber 89 will change. At this time, the damping force of the damper can be adjusted by adjusting the parameters of the internal structural components.

[0084] In some embodiments, such as Figure 5 As shown, the electromagnetic switch valve assembly 9 is threadedly connected to the oil reservoir base 6. The electromagnetic switch valve assembly 9 includes a magnetic core controller 91, a switch valve fixing seat 92, a switch valve pin 93, a switch valve pin 94, a switch valve top cover 95, a switch valve spring 96, and a switch valve locking nut 97.

[0085] In some embodiments, the switch valve mounting base 92 is disposed on one side of the magnetic core controller 91, the switch valve pin 93 is disposed inside the magnetic core controller 91 and the switch valve mounting base 92, the switch valve pin 94 is disposed inside the switch valve mounting base 92, and the switch valve pin 93 and the switch valve pin 94 are in contact with each other. One end of the switch valve pin 94 extends out of the switch valve mounting base 92. The switch valve top cover 95 is fixedly connected to the switch valve mounting base 92. The switch valve spring 96 is disposed between the switch valve top cover 95 and the switch valve mounting base 92, and both ends of the switch valve spring 96 abut against the switch valve top cover 95 and the switch valve pin 94, respectively. The switch valve pin 94, the switch valve spring 96, and the switch valve top cover 95 are sequentially disposed at one end of the switch valve pin 93, and the switch valve locking nut 97 is disposed at the other end of the switch valve pin 93.

[0086] Specifically, a cavity is provided between the top cover 95 of the switch valve and the fixing seat 92 of the switch valve. The switch valve spring 96 is disposed in the cavity, and one end of the switch valve spring 96 abuts against the top cover 95 of the switch valve, and the other end abuts against the part of the switch valve pin 94 that extends out of the fixing seat 92 of the switch valve.

[0087] The electromagnetic switching valve assembly 9 controls the opening and closing of the external power supply and adjusts the working state of the magnetic core controller 91 to control whether the switching valve pin 93 moves forward or backward, thereby controlling the ejection of the switching valve pin 94 and achieving the purpose of controlling the opening and closing of the internal oil circuit.

[0088] For example, when the magnetic core controller 91 is powered on, the switch valve pin 93 is driven forward and comes into contact with the switch valve pin 94. The switch valve pin 94 moves forward against the pressure of the switch valve spring 96, so that a gap is created between the switch valve pin 94 and the switch valve fixed seat 92. The oil circuit is opened and the oil flows out from the gap, realizing the flow of oil.

[0089] For example, when the magnetic core controller 91 is de-energized, the pressure generated by the switching valve spring 96 and the pressure inside the oil push the switching valve pin 94 and the switching valve fixed seat 92 to close, so the oil cannot flow.

[0090] In some embodiments, such as Figure 6 As shown, the damping valve assembly 10 includes a damping valve adjusting screw 101, a damping valve locking nut 102, a damping valve seat 103, a damping valve pin 104, and a damping valve spring 105.

[0091] In some embodiments, the damping valve locking nut 102 is sleeved on the outside of the damping valve adjusting screw 101 and threadedly connected to the damping valve adjusting screw 101; the damping valve seat 103 is sleeved on the outside of the damping valve pin 104 and the two are movably connected; one end of the damping valve spring 105 abuts against the damping valve adjusting screw 101 and the other end abuts against the damping valve pin 104.

[0092] The oil pushes the damping valve pin 104 to move against the pressure of the damping valve spring 105, creating a gap between the damping valve seat 103 and the damping valve pin 104. The oil passage is opened, and the oil flows out from the gap, realizing the flow of oil. When the oil does not flow, the pressure generated by the damping valve spring 105 pushes the damping valve seat 103 and the damping valve pin 104 to close, so the oil cannot flow.

[0093] By adjusting the screw depth of the damping valve adjusting screw 101, the compression degree of the damping valve spring 105 can be controlled, that is, the pressure on the damping valve pin 104, thereby controlling the pressure of the damping valve spring 105 that the oil pushes against the damping valve pin 104, and realizing the adjustment of the damping force at medium and high speeds.

[0094] like Figure 7 As shown, the damping valve pin 104 is provided with a valve pin flow hole 1041. By changing the specifications of the damping valve pin 104 and adjusting the diameter of the valve pin flow hole 1041, the low-speed damping force can be adjusted.

[0095] In some embodiments, such as Figures 8 to 10As shown, the oil reservoir base 6 includes an oil guide pipe inlet 611, an oil guide pipe passage 612, a first damping valve inlet 621, a first damping valve passage 622, a second damping valve inlet 631, a second damping valve passage 632, an electromagnetic regulating valve inlet 641, an electromagnetic regulating valve passage 642, a first electromagnetic switch valve inlet 651, a first electromagnetic switch valve passage 652, a second electromagnetic switch valve inlet 661, a second electromagnetic switch valve inlet 662, and a second electromagnetic switch valve passage 663.

[0096] In some embodiments, the oil guide pipe 7 is connected to the oil guide pipe inlet 611, and the oil guide pipe inlet 611 is connected to the oil guide pipe passage 612. In this way, the oil in the oil guide pipe 7 flows into the oil storage cylinder base 6 through the oil guide pipe inlet 611, and then flows into the oil guide pipe passage 612.

[0097] For example, the oil guide pipe 7 and the oil guide pipe inlet 611 are connected by a limiting bearing method.

[0098] In some embodiments, the first damping valve oil passage 622, the second damping valve oil passage 632, the electromagnetic regulating valve oil passage 642, and the first electromagnetic switch valve oil passage 652 are all connected to the oil guide pipe oil passage 612. Thus, the oil flowing into the oil guide pipe oil passage 612 can also flow into the first damping valve oil passage 622, the second damping valve oil passage 632, the electromagnetic regulating valve oil passage 642, and the first electromagnetic switch valve oil passage 652.

[0099] In some embodiments, the first damping valve oil passage 621 is connected to the first damping valve oil passage 622, the second damping valve oil passage 631 is connected to the second damping valve oil passage 632, the electromagnetic regulating valve oil passage 641 is connected to the electromagnetic regulating valve oil passage 642, and the first electromagnetic switch valve oil passage 651 is connected to the first electromagnetic switch valve oil passage 652. Thus, the oil flowing into the first damping valve oil passage 622, the second damping valve oil passage 632, the electromagnetic regulating valve oil passage 642, and the first electromagnetic switch valve oil passage 652 can also flow into the first damping valve oil passage 621, the second damping valve oil passage 631, the electromagnetic regulating valve oil passage 641, and the first electromagnetic switch valve oil passage 651, respectively.

[0100] In some embodiments, the first oil port 661 and the second oil port 662 of the second electromagnetic switch valve are both connected to the oil passage 663 of the second electromagnetic switch valve. In this way, oil can flow in the first oil port 661, the second oil port 662, and the oil passage 663 of the second electromagnetic switch valve.

[0101] In some examples, such as Figure 8As shown, the first damping valve oil port 621, the second damping valve oil port 631, and the electromagnetic regulating valve oil port 641 are located on the outer ring of the plane of the oil reservoir base 6; the first electromagnetic switch valve oil port 651 is located on the inner ring of the plane of the oil reservoir base 6; the first second electromagnetic switch valve oil port 661 is located on the outer ring of the plane of the oil reservoir base 6; and the second second electromagnetic switch valve oil port 662 is located on the inner ring of the plane of the oil reservoir base 6. The first damping valve oil port 621, the second damping valve oil port 631, the electromagnetic regulating valve oil port 641, and the first second electromagnetic switch valve oil port 661 are connected to the oil reservoir chamber 12; and the first electromagnetic switch valve oil port 651 and the second second electromagnetic switch valve oil port 662 are connected to the compression chamber 21 of the working cylinder 2. In this way, the oil flowing into the first damping valve oil port 621, the second damping valve oil port 631, the electromagnetic regulating valve oil port 641, and the second electromagnetic switch valve oil port 661 can flow into the oil storage chamber 12, and the oil flowing into the first electromagnetic switch valve oil port 651 and the second electromagnetic switch valve oil port 662 can flow into the compression chamber 21 of the working cylinder 2.

[0102] The oil passage inside the oil reservoir base 6 is the core oil passage of the semi-active control type shock absorber for rail vehicles provided by this utility model, and it is also the main oil passage for generating damping force and working mode.

[0103] In some embodiments, such as Figure 11 As shown, the piston valve assembly 4 includes a piston check valve seat 41, a piston check valve cover 42, a piston check valve disc valve 43, and a piston check valve spring 44.

[0104] In some embodiments, the piston check valve seat 41 and the piston check valve cover 42 are fixedly connected, the piston check valve disc valve 43 is disposed between the piston check valve seat 41 and the piston check valve cover 42, and the piston check valve spring 44 is disposed between the piston check valve disc valve 43 and the piston check valve cover 42, with both ends of the piston check valve spring 44 abutting against the piston check valve disc valve 43 and the piston check valve cover 42 respectively.

[0105] Specifically, a cavity is provided between the piston check valve seat 41 and the piston check valve cover 42. The piston check valve disc valve 43 and the piston check valve spring 44 are both disposed in the cavity. One end of the piston check valve spring 44 abuts against the piston check valve disc valve 43, and the other end abuts against the piston check valve cover 42.

[0106] Due to internal pressure, the oil in the compression chamber 21 of the working cylinder 2 overcomes the pressure of the piston check valve spring 44, opening the piston check valve disc valve 43. This creates a gap between the piston check valve disc valve 43 and the piston check valve seat 41, allowing the oil to flow from the compression chamber 21 into the extension chamber 22 of the working cylinder 2. When the piston valve assembly 4 is not in operation, the piston check valve disc valve 43, due to the pressure of the piston check valve spring 44, has no gap with the piston check valve seat 41, thus preventing the oil in the extension chamber 22 from flowing into the compression chamber 21.

[0107] Piston valve assembly 4 is a one-way valve assembly that controls the flow of oil from the compression chamber 21 of the working cylinder 2 into the tension chamber 22 of the working cylinder 2, but prevents it from flowing in the opposite direction. Piston valve assembly 4 only controls the flow direction of the oil and has no effect on the damping force.

[0108] In some embodiments, such as Figure 12 As shown, the shock absorber also includes a base check valve assembly 11, which includes a base check valve seat 111, a base check valve cover 112, a base check valve disc valve 113, and a base check valve spring 114.

[0109] In some embodiments, the base check valve seat 111 and the base check valve cover 112 are fixedly connected, the base check valve disc valve 113 is disposed between the base check valve seat 111 and the base check valve cover 112, and the base check valve spring 114 is disposed between the base check valve disc valve 113 and the base check valve cover 112, with both ends of the base check valve spring 114 abutting against the base check valve disc valve 113 and the base check valve cover 112 respectively.

[0110] Specifically, a cavity is provided between the base check valve seat 111 and the base check valve cover 112. The base check valve disc valve 113 and the base check valve spring 114 are both located in the cavity. One end of the base check valve spring 114 abuts against the base check valve disc valve 113, and the other end abuts against the base check valve cover 112.

[0111] Due to internal pressure, the oil between the reservoir cylinder 1 and the working cylinder 2 flows through the fan-shaped oil inlet of the reservoir cylinder base 6, overcoming the pressure of the base check valve spring 114 and opening the base check valve disc valve 113. This creates a gap between the base check valve disc valve 113 and the base check valve seat 111, allowing the oil to flow from the reservoir chamber 12 of the reservoir cylinder 1 into the compression chamber 21 of the working cylinder 2. When the base check valve assembly 11 is not in operation, due to the pressure of the base check valve spring 114 and the oil pressure in the compression chamber 21 of the working cylinder 2, there is no gap between the base check valve disc valve 113 and the base check valve seat 111, preventing the oil in the compression chamber 21 of the working cylinder 2 from flowing into the reservoir cylinder 1.

[0112] The base check valve assembly 11 is a one-way valve assembly that controls the flow of oil from the reservoir 1 into the compression chamber 21 of the working cylinder 2, but prevents it from flowing in the opposite direction. The base check valve assembly 11 only controls the flow direction of the oil and has no effect on the damping force.

[0113] In some embodiments, such as Figure 13 As shown, the guide assembly 5 includes a guide seat 51, an oil guide pipe through hole 52, an oil discharge hole 53, an oil seal 54, and an oil scraper ring 55.

[0114] In some embodiments, the guide seat 51 has a cavity inside, the oil guide pipe through hole 52 is provided on one side of the guide seat 51 and communicates with the cavity inside the guide seat 51, and the oil discharge hole 53 is provided on the other side of the guide seat 51 and its two ends are respectively connected to the inside and outside of the guide seat 51.

[0115] For example, the oil guide tube 7 is inserted into the oil guide tube through hole 52, thereby connecting with the guide seat 51 and then with the guide assembly 5.

[0116] For example, the oil discharge hole 53 communicates with the cavity inside the guide seat 51 and also with the outside of the guide seat 51. The outside of the guide seat 51 is the oil storage cavity 12, that is, the oil discharge hole 53 also communicates with the oil storage cavity 12.

[0117] In some embodiments, the oil seal 54 and the oil scraper ring 55 are both disposed inside the guide seat 51, and the oil scraper ring 55 is disposed at a position away from the working cylinder 2 compared to the oil seal 54, and the oil discharge hole 53 is disposed between the oil seal 54 and the oil scraper ring 55.

[0118] When the piston rod 3 undergoes a stretching motion, the oil seal 54 filters out most of the residual oil on the surface of the piston rod 3, and this portion of the oil flows back into the working cylinder 2. The oil scraper ring 55 filters out the remaining residual oil on the surface of the piston rod 3, and this portion of the oil flows back into the oil storage chamber 12 through the oil discharge hole 53. The oil seal 54 and the oil scraper ring 55 work together to form a double guarantee for the dynamic sealing of the shock absorber.

[0119] The working mode of a semi-active control vibration damper for rail vehicles provided by this utility model will be described in detail below.

[0120] like Figure 14 As shown, the working principle of the shock absorber is that the acceleration sensor transmits information to the control system, and the control system transmits current signals to the corresponding electromagnetic regulating valve assembly and / or electromagnetic switching valve assembly to achieve the required working mode.

[0121] 1. Passive working mode

[0122] When the shock absorber is operating in passive mode, the first electromagnetic switch valve assembly 901, the second electromagnetic switch valve assembly 902, and the electromagnetic regulating valve assembly 8 are all in the closed state.

[0123] 1.1 Piston rod 3 return (extension) stroke

[0124] During the piston rod 3's return (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2, due to the one-way flow restriction effect of the piston valve assembly 4, flows entirely into the oil reservoir base 6 through the oil guide pipe 7, and then flows back into the oil reservoir 1 through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002). At the same time, the compression chamber 21 of the working cylinder 2 is under negative pressure. Due to the negative pressure, the oil in the oil reservoir 1 flows into the compression chamber 21 of the working cylinder 2 through the base check valve assembly 11, and gradually fills the compression chamber 21 of the working cylinder 2 as the piston valve assembly 4 moves upward.

[0125] 1.2 Piston rod 3 compression stroke

[0126] During the compression stroke of piston rod 3, the oil in the compression chamber 21 of working cylinder 2 will not flow into the oil storage cylinder 1 due to the one-way flow restriction effect of the base check valve assembly 11. Due to the positive pressure, all the oil in the compression chamber 21 of working cylinder 2 flows into the extension chamber 22 of working cylinder 2 through the piston valve assembly 4. At the same time, due to the volume of piston rod 3 itself, the oil in extension chamber 22 will flow into the oil storage cylinder base 6 through the oil guide pipe 7, and then flow back into the oil storage cylinder 1 through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002).

[0127] 1.3 Overview

[0128] During the aforementioned recovery (stretching) and compression reciprocating motion, the oil passes through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002) to form the product's damping characteristics.

[0129] 2. Continuously Variable Damping Operating Mode

[0130] When the shock absorber is operating in the continuously variable damping mode, both the first electromagnetic switch valve assembly 901 and the second electromagnetic switch valve assembly 902 are in the closed state. The electromagnetic regulating valve assembly 8 controls the degree of closure through the external electronic control system to adjust the amount of oil flow, thereby achieving the purpose of continuously variable damping force.

[0131] It should be noted that in actual use, the first electromagnetic switch valve assembly 901, the second electromagnetic switch valve assembly 902, and the electromagnetic regulating valve assembly 8 are all set to the closed state. Then, the damping force values ​​of the first damping valve assembly 1001 and the second damping valve assembly 1002 are adjusted to the upper limit of the damping force of the shock absorber. Finally, by adjusting the opening and closing degree of the electromagnetic regulating valve assembly 8, its flow area is adjusted to gradually reduce the damping force and ultimately achieve continuous variable damping force.

[0132] 2.1 Piston rod 3 return (extension) stroke

[0133] When the piston rod 3 returns to its original (stretching) stroke, the flow of the internal oil in the damper continues in the passive working mode. However, due to the opening degree of the electromagnetic regulating valve assembly 8, some of the oil in the stretching chamber 22 of the working cylinder 2 in the oil guide pipe 7 will flow into the oil reservoir 1 through the electromagnetic regulating valve assembly 8 after flowing into the oil reservoir base 6. As a result, the amount of oil flowing through the damping valve assembly 10 (i.e., the first damping valve assembly 1001 and the second damping valve assembly 1002) will decrease, and the damping force value will decrease from the initial upper limit of the damping force value. The degree of decrease is determined by the opening degree of the electromagnetic regulating valve assembly 8.

[0134] 2.2 Piston rod 3 compression stroke

[0135] During the compression stroke of piston rod 3, the flow of internal oil in the damper continues in passive working mode. However, due to the volume of piston rod itself, some oil in tension chamber 22 will no longer flow back into reservoir 1 through damping valve assembly 10 (i.e., first damping valve assembly 1001 and second damping valve assembly 1002), but will flow into reservoir 1 through electromagnetic regulating valve assembly 8. As a result, the amount of oil flowing through electromagnetic regulating valve assembly 8 will decrease, and the damping force value will decrease from the initial upper limit of damping force value. The degree of decrease is determined by the degree of opening and closing of electromagnetic regulating valve assembly 8.

[0136] 2.3 Overview

[0137] During the aforementioned recovery (stretching) and compression reciprocating motion, the oil flows out through the damping valve assembly 10 (partially through the electromagnetic regulating valve assembly 8), and the flow rate of the internal oil can be adjusted by the opening and closing degree of the electromagnetic regulating valve assembly 8, so as to achieve continuous and variable damping force.

[0138] 3. Instantaneous unloading during tensioning

[0139] When the shock absorber operates in the tension instant unloading mode, both the first solenoid valve assembly 901 and the solenoid regulating valve assembly 8 are open, while the second solenoid valve assembly 902 is closed. The tension instant unloading mode enables the shock absorber to operate without damping force when the piston rod 3 is stretched.

[0140] 3.1 Piston rod 3 return (extension) stroke

[0141] During the piston rod 3's return (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2 will not flow into the compression chamber 21 due to the one-way flow restriction effect of the piston valve assembly 4. Instead, the oil will flow into the oil reservoir base 6 through the oil guide pipe 7. At the same time, this part of the oil will flow back into the compression chamber 21 of the working cylinder 2 through the first electromagnetic switch valve assembly 901. In addition, the electromagnetic regulating valve assembly 8 is in the maximum open state to increase the overall cross-sectional area of ​​the oil return, thereby preventing the oil in the oil reservoir 1 from entering the oil reservoir base 6 through the damping valve assembly 10 due to insufficient oil replenishment in the compression chamber 21 of the working cylinder 2, thus avoiding the generation of damping force.

[0142] 3.2 Piston rod 3 compression stroke

[0143] During the compression stroke of piston rod 3, the oil in the compression chamber 21 of working cylinder 2 will not flow into the oil reservoir 1 due to the one-way flow restriction effect of the base check valve assembly 11. Due to the positive pressure, part of the oil in the compression chamber 21 of working cylinder 2 flows into the tension chamber 22 of working cylinder 2 through the piston valve assembly 4. Since piston rod 3 occupies part of the volume of working cylinder 2, this part of the oil, which is equivalent to the volume of piston rod, will flow into the oil reservoir base 6 through the oil guide pipe 7 and into the oil reservoir 1 through the damping valve assembly 10. This part of the oil will generate a compression damping force.

[0144] 3.3 Overview

[0145] During the above-mentioned recovery (stretching) and compression reciprocating motion, there is a damping force only during compression and no damping force during stretching.

[0146] 4. Compression instant unloading working mode

[0147] When the shock absorber operates in the compression instant unloading mode, the second solenoid switch valve assembly 902 and the solenoid regulating valve assembly 8 are both open, while the first solenoid switch valve assembly 901 is closed. The compression instant unloading mode enables the shock absorber to operate without damping force when the piston rod 3 is compressed.

[0148] 4.1 Piston rod 3 return (extension) stroke

[0149] During the piston rod 3's return (stretching) stroke, the oil in the stretching chamber 22 of the working cylinder 2 will not flow into the compression chamber 21 due to the one-way flow restriction effect of the piston valve assembly 4. Instead, the oil will flow into the reservoir base 6 via the oil guide pipe 7. At the same time, this portion of the oil will flow back into the reservoir 1 via the damping valve assembly 10. In addition, the electromagnetic regulating valve assembly 8 is in the open state, and a very small amount of oil will flow into the reservoir base 6 via the electromagnetic regulating valve assembly 8 and then flow back into the reservoir 1 via the damping valve assembly 10. These two portions of oil will generate a stretching damping force.

[0150] 4.2 Piston rod 3 compression stroke

[0151] During the compression stroke of piston rod 3, the oil in the compression chamber 21 of working cylinder 2 will not flow into the reservoir 1 due to the one-way flow restriction effect of the base check valve assembly 11. Due to the positive pressure, part of the oil in the compression chamber 21 of working cylinder 2 flows into the extension chamber 22 of working cylinder 2 through piston valve assembly 4. At the same time, part of the oil in the compression chamber 21 enters the second electromagnetic switch valve assembly 902 through the working cylinder 2 oil passage (i.e., second electromagnetic switch valve oil passage 2 662) in the reservoir base 6, and flows into the reservoir 1 from the second electromagnetic switch valve oil passage 1 661 of the second electromagnetic switch valve assembly 902. In addition, since piston rod 3 occupies part of the volume of working cylinder 2, this part of the oil, equivalent to the volume of piston rod, will flow into the reservoir base 6 through the oil guide pipe 7, and flow out to the reservoir 1 through the electromagnetic regulating valve assembly 8.

[0152] 4.3 Overview

[0153] During the above-mentioned recovery (stretching) and compression reciprocating motion, there is a damping force only during stretching and no damping force during compression.

[0154] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Any other modifications or equivalent substitutions made by those skilled in the art to the technical solution of this utility model, as long as they do not depart from the spirit and scope of the technical solution of this utility model, should be covered within the scope of the claims of this utility model.

Claims

1. A semi-active control type vibration damper for rail vehicles, characterized in that, include: Oil reservoir, working cylinder, piston rod, piston valve assembly, guide assembly, oil reservoir base, oil guide pipe, solenoid regulating valve assembly, solenoid switching valve assembly and damping valve assembly; The oil storage cylinder is sleeved outside the working cylinder, and an oil storage chamber is provided between the oil storage cylinder and the working cylinder; The piston valve assembly is fixedly disposed at one end of the piston rod. Both the piston rod and the piston valve assembly are disposed inside the working cylinder. The piston valve assembly moves within the working cylinder via the piston rod, dividing the internal space of the working cylinder into a compression chamber and a tension chamber. The guide assembly is provided on one side of the working cylinder, and the oil reservoir base is provided on the other side of the oil reservoir and the working cylinder. The oil guide pipe is provided in the oil reservoir cavity. The electromagnetic regulating valve assembly, the electromagnetic switching valve assembly, and the damping valve assembly are all fixedly mounted on the side of the oil reservoir base.

2. The semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The electromagnetic regulating valve assembly is threadedly connected to the oil reservoir base. The electromagnetic regulating valve assembly includes: The magnetic core consists of an assembly, an inner valve sleeve, a top cover, a regulating valve pin, a control valve core, a flow channel valve core, a first regulating valve spring, and a second regulating valve spring. The magnetic core sub-assembly, the inner valve sleeve, and the upper cover are all fixedly disposed inside the electromagnetic regulating valve assembly. The regulating valve pin is disposed inside the magnetic core sub-assembly. The inner valve sleeve and the upper cover are sequentially disposed at one end of the regulating valve pin. The control valve core is disposed between the regulating valve pin and the inner valve sleeve, and the regulating valve pin and the control valve core are in contact. The flow channel valve core is disposed between the inner valve sleeve and the upper cover. The first regulating valve spring is disposed between the control valve core and the inner valve sleeve, and the two ends of the first regulating valve spring abut against the control valve core and the inner valve sleeve, respectively. The second regulating valve spring is disposed between the inner valve sleeve and the flow channel valve core, and the two ends of the second regulating valve spring abut against the inner valve sleeve and the flow channel valve core, respectively.

3. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The electromagnetic switch valve assembly is threadedly connected to the oil reservoir base. The electromagnetic switch valve assembly includes: Magnetic core controller, switch valve mounting base, switch valve pin, switch valve valve pin, switch valve top cover, switch valve spring and switch valve lock nut; The switch valve mounting base is disposed on one side of the magnetic core controller. The switch valve pin is disposed inside the magnetic core controller and the switch valve mounting base. The switch valve pin is disposed inside the switch valve mounting base, and the switch valve pin and the switch valve pin are in contact. One end of the switch valve pin extends out of the switch valve mounting base. The switch valve top cover is fixedly connected to the switch valve mounting base. The switch valve spring is disposed between the switch valve top cover and the switch valve mounting base, and both ends of the switch valve spring abut against the switch valve top cover and the switch valve pin, respectively. The switch valve pin, the switch valve spring, and the switch valve top cover are sequentially disposed at one end of the switch valve pin. The switch valve locking nut is disposed at the other end of the switch valve pin.

4. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The damping valve assembly includes a damping valve adjusting screw, a damping valve locking nut, a damping valve seat, a damping valve pin, and a damping valve spring; The damping valve locking nut is sleeved on the outside of the damping valve adjusting screw and is threadedly connected to the damping valve adjusting screw. The damping valve seat is sleeved on the outside of the damping valve pin and the two are movably connected. One end of the damping valve spring abuts against the damping valve adjusting screw and the other end abuts against the damping valve pin.

5. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The oil reservoir base includes an oil guide pipe inlet, an oil guide pipe circuit, a first damping valve inlet, a first damping valve circuit, a second damping valve inlet, a second damping valve circuit, an electromagnetic regulating valve inlet, an electromagnetic regulating valve circuit, a first electromagnetic switch valve inlet, a first electromagnetic switch valve circuit, a second electromagnetic switch valve inlet one, a second electromagnetic switch valve inlet two, and a second electromagnetic switch valve circuit. The oil guide pipe is connected to the oil passage of the oil guide pipe, and the oil passage of the oil guide pipe is connected to the oil passage of the oil guide pipe; The first damping valve oil circuit, the second damping valve oil circuit, the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil circuit are all connected to the oil guide pipe oil circuit; The first damping valve oil port is connected to the first damping valve oil circuit, the second damping valve oil port is connected to the second damping valve oil circuit, the electromagnetic regulating valve oil port is connected to the electromagnetic regulating valve oil circuit, and the first electromagnetic switch valve oil port is connected to the first electromagnetic switch valve oil circuit. Both the first oil port of the second electromagnetic switch valve and the second oil port of the second electromagnetic switch valve are connected to the oil circuit of the second electromagnetic switch valve.

6. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The piston valve assembly includes a piston check valve seat, a piston check valve cover, a piston check valve disc valve, and a piston check valve spring. The piston check valve seat and the piston check valve cover are fixedly connected. The piston check valve disc valve is disposed between the piston check valve seat and the piston check valve cover. The piston check valve spring is disposed between the piston check valve disc valve and the piston check valve cover, and the two ends of the piston check valve spring abut against the piston check valve disc valve and the piston check valve cover, respectively.

7. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, It also includes the base check valve assembly; The base check valve assembly includes a base check valve seat, a base check valve cover, a base check valve disc valve, and a base check valve spring. The base check valve seat and the base check valve cover are fixedly connected. The base check valve disc valve is disposed between the base check valve seat and the base check valve cover. The base check valve spring is disposed between the base check valve disc valve and the base check valve cover, and the two ends of the base check valve spring abut against the base check valve disc valve and the base check valve cover, respectively.

8. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, The guide assembly includes a guide seat, an oil guide pipe through hole, an oil discharge hole, an oil seal, and an oil scraper ring; The guide seat has an internal cavity, the oil guide pipe through hole is located on one side of the guide seat and communicates with the internal cavity of the guide seat, and the oil discharge hole is located on the other side of the guide seat and its two ends are respectively connected to the inside and outside of the guide seat; Both the oil seal and the oil scraper ring are located inside the guide seat, and the oil scraper ring is located further away from the working cylinder than the oil seal. The oil discharge hole is located between the oil seal and the oil scraper ring.

9. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, One end of the oil guide pipe is connected to the guide assembly, and the other end is connected to the oil reservoir base.

10. A semi-active control type vibration damper for rail vehicles as described in claim 1, characterized in that, One electromagnetic regulating valve assembly is provided, and two electromagnetic switching valve assemblies and two damping valve assemblies are provided.

Images