Hydraulic shock absorber for railway vehicle

Abstract

The utility model discloses a railway vehicle hydraulic shock absorber which comprises a damping cylinder and an oil pressure cavity arranged on the inner side of the damping cylinder, a valve element is arranged on the inner side of the middle of the oil pressure cavity, an overflow hole is formed in one side of the valve element in an up-down complete penetrating mode, and a valve rod is arranged in the middle of the lower side of the valve element. The position of the threaded ring on the damping cylinder is changed by rotating the threaded ring, and then the pre-tightening force of the damping spring is adjusted, so that the damper can be flexibly adjusted according to different vehicle loads, running speeds and rail conditions. For example, for a heavy-load railway vehicle, the pre-tightening force of the damping spring can be increased by rotating the threaded ring upwards, so that the damper can provide enough elastic force in the initial stage to cope with large impact force, and the running stability of the vehicle is guaranteed; and when a light-load vehicle runs on a track with a good road condition, the pre-tightening force can be properly reduced, the damping effect is optimized, and the riding comfort is improved.

Description

Technical Field

[0001] This utility model belongs to the technical field of hydraulic shock absorbers, specifically relating to a hydraulic shock absorber for railway vehicles. Background Technology

[0002] Hydraulic shock absorbers for railway vehicles are key components ensuring the smooth operation of trains. With the rapid development of railway transportation, train speeds and loads are constantly increasing, placing ever-higher demands on vehicle stability and comfort. Early shock absorption methods were insufficient to meet these needs, leading to the development of hydraulic shock absorbers. They primarily utilize the damping properties of fluid flowing through small holes or gaps to convert the mechanical energy of vehicle vibrations into heat energy and dissipate it, effectively reducing vibration and impact during operation. This, in turn, extends the service life of vehicle and track components, creating a more comfortable riding environment for passengers.

[0003] In traditional railway vehicle shock absorbers, the damping performance is often fixed and difficult to adjust according to the actual vehicle operation conditions. For example, when the vehicle load changes, such as from empty to fully loaded, or when traveling on tracks with different conditions (such as from a smooth high-speed railway track to a more bumpy ordinary railway track), the fixed-performance shock absorber may not be able to provide a suitable damping effect. Utility Model Content

[0004] The purpose of this invention is to provide a hydraulic shock absorber for railway vehicles, addressing the problem that the shock absorption performance in the aforementioned background technology is often fixed and difficult to adjust according to actual vehicle operating conditions. For example, when the vehicle load changes, such as from empty to fully loaded, or when traveling on tracks with different conditions, a shock absorber with fixed performance may not be able to provide suitable shock absorption.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a hydraulic shock absorber for railway vehicles, comprising a damping cylinder and an oil pressure chamber disposed inside the damping cylinder;

[0006] A valve core is provided at the middle inner position of the hydraulic chamber, and an overflow hole is provided through one side of the valve core from top to bottom. A valve stem is provided at the middle position of the lower side of the valve core.

[0007] An upper support is provided at the upper side of the damping cylinder, a limit block is provided at the connection between the upper support and the damping cylinder, and a lower support is provided at the lower end of the valve stem.

[0008] A threaded ring is provided at the upper outer position of the damping cylinder, an adjusting thread is provided at the connection position between the damping cylinder and the threaded ring, and a fixing plate is provided at the left and right ends of the threaded ring respectively.

[0009] A shock-absorbing spring is provided at the middle position between the fixed plate and the lower support.

[0010] Preferably, the upper and lower ends of the shock-absorbing spring are connected by welding, threaded ring and lower support respectively, and the shock-absorbing spring is sleeved on the outside of the damping cylinder.

[0011] Preferably, the fixing plate is connected to the threaded ring by welding, and the threaded ring can rotate up and down on the damping cylinder by adjusting the thread.

[0012] Preferably, the upper support and the lower support are connected to the damping cylinder and the valve stem by welding, respectively, and the valve core is connected to the valve stem by welding.

[0013] Preferably, the valve stem and the damping cylinder are sealed together by a sealing ring, and the valve core is in close contact with the inner wall of the hydraulic chamber, dividing the hydraulic chamber into upper and lower cavities.

[0014] Preferably, the inner side of the hydraulic chamber is provided with oil, and the valve core can move up and down within the hydraulic chamber.

[0015] 1. By rotating the threaded ring to change its position on the damping cylinder, the preload of the shock absorber spring can be adjusted. This allows the shock absorber to be flexibly adjusted according to different vehicle loads, speeds, and track conditions. For example, for heavily loaded railway vehicles, the preload of the shock absorber spring can be increased by rotating the threaded ring upwards, so that the shock absorber can provide sufficient elasticity to cope with large impacts in the initial stage, thereby ensuring the smoothness of the vehicle's ride. For lightly loaded vehicles or when traveling on tracks with good conditions, the preload can be appropriately reduced to optimize the damping effect and improve ride comfort.

[0016] 2. This adjustment method is convenient and quick. During routine vehicle maintenance or personalized settings based on special needs, staff can easily rotate the threaded ring by coupling an external device with the circular hole in the middle of the fixed plate. Compared with traditional non-adjustable or difficult-to-adjust shock absorbers, this design greatly reduces maintenance costs and difficulty, and can meet the personalized requirements of different users for shock absorption performance.

[0017] 3. The fixing plate plays a good role in limiting and guiding the shock absorber spring. During vehicle operation, due to the complexity of vibrations, the shock absorber spring is prone to lateral displacement or torsional deformation. The fixing plate can limit the extension and contraction direction of the spring to the axial direction of the vehicle's vertical vibration, ensuring that the shock absorber spring always performs its damping function stably according to design requirements, extending the service life of the shock absorber spring and improving the reliability of the entire shock absorber.

[0018] 4. The welded connection between the shock absorber spring, threaded ring, and lower support ensures effective force transmission between components. When the vehicle vibrates, the movement of the lower support is promptly and accurately transmitted to the shock absorber spring, causing it to generate corresponding elastic force. Simultaneously, the connection between the spring and the threaded ring allows the spring's deformation force to act on the threaded ring, working in conjunction with other components (such as the damping force within the hydraulic chamber) to more efficiently dissipate the energy of vehicle vibrations and achieve smooth shock absorption. This connection method enhances the overall coordination of the shock absorption system and improves damping efficiency. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the shock absorber in this utility model.

[0020] Figure 2 This is a schematic diagram of the structure in which the threaded ring rotates and moves downward in this utility model.

[0021] Figure 3 In this utility model Figure 1 A structural diagram from an upward perspective.

[0022] Figure 4 In this utility model Figure 2 A structural diagram from a frontal view.

[0023] Figure 5 This is a structural schematic diagram of the inner cross-section of the damping cylinder in this utility model.

[0024] In the diagram: 1. Upper support; 2. Lower support; 3. Valve stem; 4. Damping cylinder; 5. Limiting block; 6. Hydraulic chamber; 7. Valve core; 8. Overflow hole; 9. Adjusting thread; 10. Fixing plate; 11. Threaded ring; 12. Shock-absorbing spring. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] This utility model provides, for example Figure 1-5 The hydraulic shock absorber for railway vehicles shown includes a damping cylinder 4 and an oil pressure chamber 6 disposed inside the damping cylinder 4.

[0027] A valve core 7 is provided at the middle inner position of the hydraulic chamber 6. An overflow hole 8 is provided through one side of the valve core 7, and a valve stem 3 is provided at the middle position of the lower side of the valve core 7.

[0028] An upper support 1 is provided on the upper side of the damping cylinder 4, a limit block 5 is provided at the connection between the upper support 1 and the damping cylinder 4, and a lower support 2 is provided at the lower end of the valve stem 3.

[0029] A threaded ring 11 is provided at the upper outer position of the damping cylinder 4, and an adjusting thread 9 is provided at the connection position between the damping cylinder 4 and the threaded ring 11. Fixing plates 10 are provided at the left and right ends of the threaded ring 11 respectively.

[0030] A shock-absorbing spring 12 is provided at the middle position between the fixed plate 10 and the lower support 2.

[0031] In this embodiment, the upper support 1 and the lower support 2 are respectively connected to the railway vehicle. The upper support 1 is installed on the upper side of the damping cylinder 4 and is connected to the upper mounting part of the vehicle through a suitable connection structure, so that the vibration of the upper part of the vehicle can be directly transmitted to the upper support 1; the lower support 2 is located at the lower end of the valve stem 3 and is connected to the lower mounting part of the vehicle, so that the vibration of the lower part of the vehicle can also be smoothly transmitted to the lower support 2. In this way, the vibration generated by the railway vehicle as a whole during operation can be transmitted to the shock absorber through the upper support 1 and the lower support 2.

[0032] The upper and lower ends of the damping spring 12 are connected to the threaded ring 11 and the lower support 2 by welding, and are sleeved on the outside of the damping cylinder 4. It is located between the upper support 1 and the lower support 2 and is closely connected to them. It also relies on the threaded ring 11 and the lower support 2 to maintain its relative position and state, and indirectly establishes a connection with the railway vehicle, becoming an important part of the shock absorption link in the overall structure of the vehicle.

[0033] When a railway vehicle is subjected to vibration, the vibration is first transmitted to the upper support 1 and the lower support 2. The lower support 2 drives the valve stem 3 to move. Because the valve core 7 is welded to the valve stem 3, the valve core 7 will move up and down in the hydraulic chamber 6 accordingly.

[0034] At the same time, the movement of the lower support 2 will directly act on the damping spring 12, causing it to deform accordingly. If the lower support 2 moves upward, it will compress the damping spring 12, and the spring itself will generate a downward elastic force. This elastic force, together with the damping force that will be generated in the hydraulic chamber 6, will resist the upward movement tendency of the lower support 2 and reduce the vibration of the vehicle. If the lower support 2 moves downward, the damping spring 12 will be stretched, generating an upward pulling force, which will also work with the damping force in the hydraulic chamber 6 to prevent excessive vibration of the vehicle.

[0035] When the valve core 7 moves up and down within the hydraulic chamber 6, it alters the oil distribution in the upper and lower cavities of the hydraulic chamber 6. For example, when the valve core 7 moves upward, the oil in the lower part of the hydraulic chamber 6 flows to the upper part of the hydraulic chamber 6 through the overflow hole 8, which is completely pierced through one side of the valve core 7, under the influence of the pressure difference. During the process of the oil passing through the overflow hole 8, a damping force is generated due to the viscosity of the oil itself and the friction with the inner wall of the overflow hole 8.

[0036] Meanwhile, the damping cylinder 4, as the overall support structure, constrains the movement of components such as the internal hydraulic chamber 6, ensuring that each component operates within a reasonable space. The limiting block 5 at the connection point between the upper support 1 and the damping cylinder 4 can limit the excessive upward displacement of the valve stem 3, ensuring that the entire device operates within a reasonable range of motion.

[0037] During this process, the elastic force of the damping spring 12, the damping force generated by the flow of oil in the hydraulic chamber 6, and other forces work together to convert the mechanical energy of vehicle vibration into the heat energy of the oil and the elastic potential energy of the spring (during the extension and contraction of the damping spring 12), and gradually consume these energies, ultimately achieving the function of shock absorption and ensuring the smooth operation of railway vehicles.

[0038] like Figure 1-5 As shown, the upper and lower ends of the damping spring 12 are connected to the threaded ring 11 and the lower support 2 by welding, respectively. The damping spring 12 is sleeved on the outside of the damping cylinder 4. The fixing plate 10 is connected to the threaded ring 11 by welding, and the threaded ring 11 can rotate up and down on the damping cylinder 4 by adjusting the thread 9. The upper support 1 and the lower support 2 are connected to the damping cylinder 4 and the valve stem 3 by welding, respectively. The valve core 7 is connected to the valve stem 3 by welding. The connection between the valve stem 3 and the damping cylinder 4 is sealed by a sealing ring. The valve core 7 is in close contact with the inner wall of the hydraulic chamber 6 and divides the hydraulic chamber 6 into upper and lower cavities. Oil is provided inside the hydraulic chamber 6, and the valve core 7 can move up and down inside the hydraulic chamber 6.

[0039] Optionally, a round hole is provided at the middle position of the fixing plate 10.

[0040] Preferably, the threaded ring 11 and the damping cylinder 4 are connected by an adjusting thread 9. When it is necessary to adjust the performance of the shock absorber, the circular hole in the middle of the fixed plate 10 is used to couple with an external adjusting tool. The threaded ring 11 is rotated by applying torque through the external device, and due to the action of the adjusting thread 9, the threaded ring 11 will move up and down along the axial direction of the damping cylinder 4.

[0041] This up-and-down movement affects the preload of the shock absorber spring 12. For example, if the threaded ring 11 moves upward, it stretches the shock absorber spring 12, increasing its preload. When the vehicle is subjected to vibration, the change in preload causes the shock absorber spring 12 to provide different levels of elasticity to resist the vibration in the initial stage. Moving the threaded ring 11 downward reduces the preload of the shock absorber spring 12, causing the response characteristics of the shock absorber to change, thereby adapting to different vehicle operating conditions and track conditions.

[0042] Meanwhile, the fixing plate 10 plays an important auxiliary role in the shock absorber spring 12. Firstly, it limits the lateral displacement of the shock absorber spring 12. Because the shock absorber spring 12 is sleeved on the outside of the damping cylinder 4, it may shift laterally when the vehicle vibrates and causes the spring to extend or retract. The fixing plate 10 ensures that the spring's extension or retraction direction is mainly along the axial direction of the vehicle's vertical vibration, guaranteeing the stability of the shock absorber spring 12's extension or retraction. Secondly, it provides a coupling position for external equipment, facilitating the rotation of the threaded ring 11 and indirectly participating in the adjustment process of the shock absorber's performance.

[0043] When the vehicle is subjected to vibration, the movement of the lower support 2 is directly transmitted to the damping spring 12. If the lower support 2 moves upward, the damping spring 12 is compressed, its stored elastic potential energy increases, and it generates a downward elastic force to resist the vibration. At this time, due to the connection between the spring and the threaded ring 11, the deformation of the spring also exerts a force on the threaded ring 11. If the lower support 2 moves downward, the spring is stretched, generating an upward elastic force, which also works with other components to resist the vibration. In this process, the connection between the spring, the threaded ring 11, and the lower support 2 ensures the effective transmission of force, making the entire damping process smoother and more efficient.

[0044] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A hydraulic shock absorber for railway vehicles, comprising a damping cylinder (4) and an oil pressure chamber (6) disposed inside the damping cylinder (4); A valve core (7) is provided at the middle inner position of the hydraulic chamber (6), and an overflow hole (8) is provided through one side of the valve core (7) from top to bottom. A valve stem (3) is provided at the middle position of the lower side of the valve core (7). An upper support (1) is provided on the upper side of the damping cylinder (4), a limit block (5) is provided at the connection between the upper support (1) and the damping cylinder (4), and a lower support (2) is provided at the lower end of the valve stem (3). Its features are: A threaded ring (11) is provided at the upper outer position of the damping cylinder (4), and an adjusting thread (9) is provided at the connection position of the damping cylinder (4) and the threaded ring (11). Fixing plates (10) are respectively provided at the left and right ends of the threaded ring (11). A shock-absorbing spring (12) is provided at the middle position of the fixed plate (10) and the lower support (2).

2. The hydraulic shock absorber for railway vehicles according to claim 1, characterized in that: The upper and lower ends of the shock-absorbing spring (12) are connected by welding and threaded ring (11) and lower support (2), respectively, and the shock-absorbing spring (12) is sleeved on the outside of the damping cylinder (4).

3. A hydraulic shock absorber for railway vehicles according to claim 2, characterized in that: The fixed plate (10) is connected to the threaded ring (11) by welding, and the threaded ring (11) can rotate up and down on the damping cylinder (4) by adjusting the thread (9).

4. A hydraulic shock absorber for railway vehicles according to claim 3, characterized in that: The upper support (1) and the lower support (2) are connected to the damping cylinder (4) and the valve stem (3) by welding, respectively, and the valve core (7) is connected to the valve stem (3) by welding.

5. A hydraulic shock absorber for railway vehicles according to claim 4, characterized in that: The valve stem (3) and damping cylinder (4) are connected by a sealing ring. The valve core (7) and the inner wall of the oil pressure chamber (6) are in close contact, and the valve core (7) divides the oil pressure chamber (6) into upper and lower cavities.

6. A hydraulic shock absorber for railway vehicles according to claim 5, characterized in that: The oil pressure chamber (6) is filled with oil, and the valve core (7) can move up and down within the oil pressure chamber (6).

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