A stable deceleration top assembly

Abstract

This utility model discloses a stable deceleration top assembly, relating to the field of deceleration tops, including a housing assembly and a sliding cylinder assembly. The sliding cylinder assembly is disposed inside the housing assembly. The sliding cylinder assembly includes a cylinder, a piston rod assembly, a sealing cover assembly, a support ring, a return valve plate, a shaft retaining ring, and an anti-impact assembly. The piston rod assembly is disposed inside the cylinder, and the sealing cover assembly is disposed inside the top of the cylinder. A support ring is disposed on the cylinder above the sealing cover assembly. A return valve plate is disposed between the support ring and the sealing cover assembly. A shaft retaining ring is disposed on the cylinder below the return valve plate. This utility model adopts a combination design of "double stiffness spring of pressure valve spring assembly and speed valve plate" for the pressure valve, which can dynamically adapt the resistance work according to the vehicle weight and working conditions, thereby improving the vehicle coupling positioning rate in low-temperature winter environments.

Description

Technical Field

[0001] This utility model belongs to the field of speed reduction jacks, specifically a speed reduction jack assembly with stable operation. Background Technology

[0002] As a core speed control device in railway marshalling yards and dedicated lines, the deceleration jack provides stable resistance work to the vehicle through the principle of hydraulic damping, realizing vehicle deceleration and constant speed control. Its operational stability directly determines the efficiency and safety of railway transportation. In existing technologies, the pressure valves of mainstream deceleration jacks mostly adopt a single stiffness spring design, which can only provide fixed resistance work for fixed vehicle weight and operating conditions, lacking dynamic adaptability.

[0003] In practical applications, railway transport vehicles exhibit significant weight variations (e.g., the weight difference between empty and loaded freight cars can be several times), and the viscosity of hydraulic oil increases in low-temperature winter environments. Pressure valves with single-stiffness springs cannot adjust the resistance work according to changes in vehicle weight, nor can they adapt to the changes in hydraulic system characteristics caused by low temperatures. This leads to insufficient deceleration of heavily loaded vehicles and excessive deceleration of empty vehicles. Especially in low-temperature winter scenarios, the resistance work mismatch is more pronounced, easily resulting in problems such as incomplete vehicle coupling and reduced marshalling efficiency, and in severe cases, even affecting the normal operation of railway transport scheduling. Existing pressure valve designs for deceleration tops are insufficient to meet the stable speed regulation requirements of different vehicle weights and complex environments. Utility Model Content

[0004] The purpose of this invention is to provide a stable deceleration top assembly to solve the problem in the prior art where the pressure valve of the deceleration top has a fixed stiffness, which cannot adapt to changes in vehicle weight and low temperature environments, resulting in inaccurate speed regulation and affecting train formation efficiency and transportation safety.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a stable deceleration top assembly, comprising a housing assembly and a sliding cylinder assembly. The sliding cylinder assembly is disposed inside the housing assembly. The sliding cylinder assembly includes a cylinder, a piston rod assembly, a sealing cover assembly, a support ring, a return valve plate, a shaft retaining ring, and a shock-absorbing assembly. The piston rod assembly is disposed inside the cylinder. The sealing cover assembly is disposed inside the top of the cylinder. A support ring is disposed on the cylinder above the sealing cover assembly. A return valve plate is disposed between the support ring and the sealing cover assembly. A shaft retaining ring is disposed on the cylinder below the return valve plate. A pressure valve is disposed at the upper end of the piston rod assembly. A shock-absorbing assembly is disposed at the lower end of the cylinder. A positioning assembly for limiting the axial position of the sliding cylinder assembly is disposed on the housing assembly.

[0006] Preferably, the housing assembly includes a housing, a support arm, and a dustproof ring. The support arm is provided on the outer side of the housing, and the dustproof ring is provided on the inner side of the top of the housing. The inner side of the dustproof ring is fitted with the outer wall of the oil cylinder. A pin hole is opened on the lower side wall of the housing, and the positioning component is disposed in the pin hole.

[0007] Preferably, the positioning component includes a stop pin, a fourth seal, and a cotter pin. One end of the stop pin passes through the pin hole of the housing and extends into the groove on the outside of the cylinder. A fourth seal is provided at the gap between the stop pin and the pin hole. A through hole is correspondingly opened on the side wall of the housing and the stop pin, and the cotter pin is disposed in the through hole.

[0008] Preferably, the support arm is provided with an installation assembly, which includes a double-ended screw, a stop washer, and a locking nut. One end of the double-ended screw is threaded to the support arm, and the other end of the double-ended screw is fitted with a stop washer. A locking nut that is threaded to the double-ended screw is provided on the outside of the stop washer.

[0009] Preferably, the sealing cover assembly includes a sealing cover, a first sealing element, and a second sealing element. The outer side of the sealing cover is threadedly connected to the inner side of the top of the oil cylinder, and the inner side of the sealing cover is fitted with the piston rod assembly. A first sealing element is provided between the sealing cover and the oil cylinder, a second sealing element is provided between the sealing cover and the piston rod assembly, and an elastic cylindrical pin is provided between the sealing cover and the oil cylinder.

[0010] Preferably, the piston rod assembly includes a piston rod, a pressure adjusting screw, and a locking cap. The piston rod has a hollow structure. The lower end of the piston rod is threadedly connected to the pressure adjusting screw. A washer is fitted on the lower end of the pressure adjusting screw. A locking cap that is threadedly connected to the pressure adjusting screw is provided on the lower end of the pressure adjusting screw. The pressure valve is disposed inside the piston rod and located above the pressure adjusting screw.

[0011] Preferably, the pressure valve includes a pressure valve seat, a speed valve plate, a speed valve spring, a pressure valve rod, a pressure valve spring assembly, and a pressure valve spring seat. The pressure valve seat is threaded to the inner side of the upper end of the piston rod. The pressure valve spring seat is disposed inside the piston rod and above the pressure adjusting screw. A fifth sealing element is disposed between the pressure valve spring seat and the piston rod. The pressure valve rod is disposed above the pressure valve spring seat and is slidably connected to the piston rod. A pressure valve spring assembly is disposed between the pressure valve spring seat and the pressure valve rod. The speed valve plate is slidably disposed on the pressure valve seat, and a speed valve spring is disposed between the speed valve plate and the piston rod.

[0012] Preferably, the anti-impact assembly includes an anti-impact seat, a pin, an O-ring seal, and a height adjustment pad. The anti-impact seat is sleeved on the lower end of the piston rod. The anti-impact seat and the piston rod have corresponding through holes. The pin is disposed in the through hole. An O-ring seal is disposed on the outer side of the anti-impact seat. A height adjustment pad is disposed at the lower end of the anti-impact seat. A rotatable locking structure is provided between the piston rod and the anti-impact seat, as well as between the anti-impact pin and the housing.

[0013] Preferably, an inner liner assembly is provided between the cylinder and the housing. The inner liner assembly includes an upper bushing, a lower bushing, and a spacer. The upper bushing is located on the inner side of the upper end of the housing and is fitted onto the outer side of the cylinder. The lower bushing is located on the inner side of the lower end of the housing and is fitted onto the outer side of the cylinder. A spacer fitted onto the outer side of the cylinder is provided between the upper bushing and the lower bushing.

[0014] Preferably, the support ring has an axial channel, and a third seal is provided between the support ring and the oil cylinder.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] 1. This utility model adopts a combination design of "double stiffness spring of pressure valve spring group and speed valve plate" for pressure valve, which can dynamically adapt resistance work according to vehicle weight and working conditions, and improve the vehicle coupling and positioning rate in low temperature winter environment.

[0017] 2. This utility model achieves initial mechanical locking through the rotational snap-fit ​​structure (between the piston rod and the anti-impact seat, and between the anti-impact pin and the housing) using the cooperation of the protrusion and the spiral groove. Then, it achieves final through-hole locking through the pin or cotter pin, forming a double insurance mechanism. This greatly enhances the reliability of the connection and its resistance to vibration and impact. It fundamentally solves the major safety hazards of the piston rod separating from the anti-impact seat and the cylinder jumping out due to the ineffective locking of the anti-impact pin in the prior art, and significantly improves the safety and reliability of the deceleration top operation.

[0018] 3. This utility model uses a pressure valve spring assembly and a speed valve plate combination structure to dynamically adjust the hydraulic oil flow speed and pressure according to the vehicle weight and working conditions, accurately control the resistance work, and improve the speed regulation accuracy; at the same time, the initial nitrogen pressure in the oil cylinder can be easily adjusted through the pressure adjustment screw to adapt to different usage scenarios.

[0019] 4. This utility model compensates for installation gaps and enhances the anti-loosening effect by using the stop pads of the installation components, thus preventing bolts from loosening due to vibration; the height adjustment pads of the anti-impact component can adjust the overall height of the deceleration top by increasing or decreasing the number, adapting to different rail specifications and improving installation adaptability and reliability. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0021] Figure 1 A schematic diagram of the overall structure provided for an embodiment of this utility model;

[0022] Figure 2 This is a first-view perspective three-dimensional structural diagram of an embodiment of the present utility model;

[0023] Figure 3 This is a second-view perspective three-dimensional structural diagram provided for an embodiment of the present utility model;

[0024] Figure 4 A third-view perspective three-dimensional structural schematic diagram provided for an embodiment of this utility model;

[0025] Figure 5 A front sectional view of the piston rod and its associated components provided in an embodiment of this utility model.

[0026] In the picture:

[0027] 1. Housing assembly; 101. Housing; 102. Support arm; 103. Pin hole; 104. Dust seal; 2. Sliding cylinder assembly; 201. Cylinder; 202. Piston rod assembly; 2021. Piston rod; 2022. Pressure adjusting screw; 2023. Washer; 203. Sealing cover assembly; 2031. Sealing cover; 2032. First seal; 2033. Second seal; 3. Pressure valve; 301. Pressure valve seat; 302. Speed ​​valve plate; 303. Speed ​​valve spring; 304. Pressure valve rod; 305. Pressure valve spring assembly; 306. Pressure valve spring 4. Spring seat; 5. Return valve plate; 6. Anti-blow assembly; 7. Anti-blow seat; 8. Pin; 9. O-ring; 10. Height adjustment shim; 11. Support ring; 2. Inner liner assembly; 12. Upper bushing; 13. Lower bushing; 24. Spacer; 15. Mounting assembly; 16. Double-ended screw; 17. Stop washer; 18. Locking nut; 19. Positioning assembly; 20. Anti-blow pin; 21. Fourth seal; 22. Cotter pin; 33. Third seal; 44. Locking cap; 55. Elastic cylindrical pin; 66. Shaft retaining ring; 77. Fifth seal. Detailed Implementation

[0028] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0029] As attached Figure 1 To be continued Figure 5 As shown:

[0030] This utility model provides a stable deceleration top assembly, including a housing assembly 1 and a sliding cylinder assembly 2. The sliding cylinder assembly 2 is disposed inside the housing assembly 1. The sliding cylinder assembly 2 includes a cylinder 201, a piston rod assembly 202, a sealing cover assembly 203, a support ring 6, a return valve plate 4, a shaft retaining ring 13, and an anti-impact assembly 5. The piston rod assembly 202 is disposed inside the cylinder 201, and the sealing cover assembly is disposed inside the top end of the cylinder 201. 203, a support ring 6 is provided on the upper side of the sealing cover assembly 203 on the cylinder 201, a return valve plate 4 is provided between the support ring 6 and the sealing cover assembly 203, a shaft retaining ring 13 is provided on the lower side of the return valve plate 4 on the cylinder 201, a pressure valve 3 is provided at the upper end of the piston rod assembly 202, a retaining assembly 5 is provided at the lower end of the cylinder 201, and a positioning assembly 9 for limiting the axial position of the sliding cylinder assembly 2 is provided on the housing assembly 1.

[0031] The housing 101 of the housing assembly 1 is formed by welding Q235 steel plate (wall thickness 10-15mm, surface anti-rust spraying 80μm). Two Q345 steel support arms 102 are symmetrically welded on the outside (spacing 150mm, weld leg height 8mm). An 80mm annular groove is opened on the inner side of the top (fluororubber dustproof ring 104, cross section 8mm, Shore hardness 70A, fits against the outer wall of the oil cylinder 201). A 18mm horizontal pin hole 103 (tolerance H7) is opened on the lower side wall. The cylinder 201 of the sliding cylinder assembly 2 is made of 20CrMnTi material (with 0.05-0.08mm chrome plating on the inner wall and a hardness of HV900-HV1000). The inner thread of the top end is connected to the sealing cover assembly 203. The sealing cover 2031 of the sealing cover assembly 203 is made of 304 stainless steel (with M68×2 threads on the outside and double sealing grooves on the inside). It is fitted with a polytetrafluoroethylene-nitrile rubber first seal 2032 (sealing the cylinder 201) and a polyurethane Y-type second seal 2033 (sealing the piston rod 2021). It is fitted with a 65Mn elastic cylindrical pin 12 to prevent loosening. The support ring 6 is made of ZCuSn10Pb1 tin bronze (with 4 Φ3mm axial channels) and equipped with a polytetrafluoroethylene third seal 10; the return valve plate 4 is made of 65Mn steel plate (HRC45-HRC50) with a 0.1-0.15mm gap between it and the sealing cover 2031; the shaft retaining ring 13 is made of 1Cr18Ni9Ti stainless steel. The piston rod 2021 of the piston rod assembly 202 is a 20CrNiMo hollow part (surface hardened HRC58-HRC62), with a 40Cr pressure adjusting screw 2022 connected to the lower end, and equipped with a copper washer 2023 and a 40Cr locking cap 11; the pressure valve 3 includes a 304 stainless steel pressure valve seat 301, a 65Mn speed valve plate 302, a stainless steel speed valve spring 303, a 40Cr pressure valve rod 304, a 50CrVA dual-stiffness pressure valve spring assembly 305 (5N / mm and 8N / mm in parallel), and a pressure valve spring seat 306 with a PTFE fifth seal 14. The anti-impact assembly 5 has an anti-impact seat 501 made of 40Cr (HRC38-HRC42), connected to a B8×3030CrMnSi pin 502, and equipped with a nitrile rubber O-ring seal 503 and a 1-2mm stainless steel height adjusting pad 504. The anti-impact pin 901 of the positioning component 9 is made of 40Cr (HRC35-HRC40), passes through the pin hole 103 of the housing 101 and the groove of the cylinder 201, is equipped with a nitrile rubber fourth seal 902, and is locked with a Φ5mm stainless steel cotter pin 903. An inner liner component 7 (HT300 upper bushing 701, lower bushing 702, Shore A60-70 rubber spacer 703) is provided between the cylinder 201 and the housing 101.

[0032] During operation, the operator first secures the deceleration jack to the rail using installation component 8: one end of the double-ended screw 801 is screwed into the support arm 102, and the other end passes through the rail connecting plate. A stop washer 802 is fitted, and the locking nut 803 is tightened. The pressure adjusting screw 2022 sets the initial nitrogen pressure of the cylinder 201 (0.8-2.5 MPa). When the wheel presses against the piston rod 2021, the hydraulic oil closes the speed valve plate 302, forcing the upper chamber pressure to rise. The hydraulic oil then opens the pressure valve rod 304 of the pressure valve 3 (pressure valve spring assembly 305 controls the pressure), creating resistance to decelerate. After the wheel leaves, nitrogen pushes the hydraulic oil to reset the piston rod 2021. Positioning component 9 limits the axial position of the sliding cylinder assembly 2, and the inner liner component 7 buffers vibration. Through multiple seals and precise control, operational stability and speed regulation accuracy are improved.

[0033] As attached Figure 1 To be continued Figure 2 As shown: In one embodiment of the present invention, the housing assembly 1 includes a housing 101, a support arm 102 and a dustproof ring 104. The support arm 102 is provided on the outer side of the housing 101, and the dustproof ring 104 is provided on the inner side of the top of the housing 101. The inner side of the dustproof ring 104 is in contact with the outer wall of the oil cylinder 201. A pin hole 103 is provided on the lower side wall of the housing 101, and the positioning component 9 is disposed in the pin hole 103.

[0034] After welding, the housing 101 is subjected to aging treatment to eliminate stress. The end of the support arm 102 is opened with an M27 threaded hole (depth 50mm). The dustproof ring 104 is inserted into the groove with interference fit (fitting amount 0.1mm), and the lip faces the movement direction of the oil cylinder 201. The axis of the pin hole 103 is 50mm away from the bottom of the housing 101, and the hole wall roughness is Ra1.6.

[0035] During operation, the operator first installs the sliding cylinder assembly 2 into the housing 101, aligning the groove of the cylinder 201 with the pin hole 103, and then installs the positioning component 9. The dustproof ring 104 scrapes away impurities from the outer wall of the cylinder 201 to prevent them from entering the housing 101. The support arm 102 provides a connection base for the mounting component 8. Through the dustproof and positioning structures, internal cleanliness is ensured, guaranteeing the accurate installation of the sliding cylinder assembly 2.

[0036] As attached Figure 2 To be continued Figure 4 As shown: In one embodiment of the present invention, the positioning component 9 includes a stop pin 901, a fourth seal 902 and a cotter pin 903. One end of the stop pin 901 passes through the pin hole 103 of the housing 101 and extends into the outer groove of the oil cylinder 201. The fourth seal 902 is provided at the gap between the stop pin 901 and the pin hole 103. A through hole is correspondingly opened on the side wall of the housing 101 and the stop pin 901, and the cotter pin 903 is disposed in the through hole.

[0037] The anti-impact pin 901 is a Φ18mm×120mm 40Cr rod (galvanized to 8μm after tempering), with a Φ5mm cotter pin hole 10mm from the end; the fourth seal 902 is a Φ18mm×5mm nitrile rubber O-ring (Shore hardness 60A), which is embedded in a Φ16mm annular groove on the outside of the anti-impact pin 901; the cotter pin 903 is a Φ5mm×30mm stainless steel part (GB / T91 standard), which is pried open 90° at the tail after insertion to prevent it from falling off.

[0038] During operation, the operator first inserts the anti-bounce pin 901 into the pin hole 103 and the groove of the cylinder 201, aligns it with the through hole, inserts the cotter pin 903, and pries open the tail. The fourth seal 902 seals the fit clearance to prevent hydraulic oil leakage. The anti-bounce pin 901 limits the axial displacement of the cylinder 201 to prevent the sliding cylinder assembly 2 from moving. Through triple locking and sealing, reliable positioning and no leakage are ensured.

[0039] As attached Figure 1 To be continued Figure 4 As shown: In one embodiment of this utility model, the support arm 102 is provided with an installation component 8. The installation component 8 includes a double-ended screw 801, a stop washer 802 and a locking nut 803. One end of the double-ended screw 801 is threadedly connected to the support arm 102, and the other end of the double-ended screw 801 is fitted with a stop washer 802. A locking nut 803 threadedly connected to the double-ended screw 801 is provided on the outside of the stop washer 802.

[0040] The double-ended screw 801 is an M27×150mm 35CrMo high-strength bolt (tensile strength ≥980MPa, surface phosphated); the locking washer 802 is a Φ40mm×2mm 65Mn wave elastic washer (elastic deformation 0.5-1mm); the locking nut 803 is an M27 35CrMo hexagonal nut (tempered and tempered HRC30-HRC35, surface galvanized).

[0041] During operation, the worker first screws one end of the double-ended screw 801 into the threaded hole of the support arm 102 (50mm deep), and the other end through the rail connecting plate. A locking washer 802 is then fitted, and the locking cap 11 is tightened to a torque of 80-100 N·m. The locking washer 802's elastic deformation compensates for installation gaps, preventing the nut from loosening due to vibration. Through high-strength connection and anti-loosening structure, the deceleration top is securely installed on the rail.

[0042] As attached Figure 3 To be continued Figure 5As shown: In one embodiment of this utility model, the sealing cover assembly 203 includes a sealing cover 2031, a first sealing element 2032 and a second sealing element 2033. The outer side of the sealing cover 2031 is threadedly connected to the inner side of the top end of the oil cylinder 201, and the inner side of the sealing cover 2031 cooperates with the piston rod assembly 202. The first sealing element 2032 is provided between the sealing cover 2031 and the oil cylinder 201, and the second sealing element 2033 is provided between the sealing cover 2031 and the piston rod assembly 202. An elastic cylindrical pin 12 is provided between the sealing cover 2031 and the oil cylinder 201.

[0043] The sealing cover 2031 has an outer thread precision of 6g, an inner first sealing groove depth of 5mm (for installing the first sealing element 2032), and a second sealing groove depth of 8mm (for installing the second sealing element 2033). The elastic cylindrical pin 12 is a Φ6mm×25mm 65Mn part (elastic deformation amount 1-2mm), which is inserted into the Φ6mm radial hole of the sealing cover 2031 and the oil cylinder 201.

[0044] During operation, the operator first inserts the sealing element into the groove of the sealing cap 2031, screws it into the oil cylinder 201 (to a depth of 15mm), and inserts the elastic cylindrical pin 12 into the aligned hole. The first sealing element 2032 seals the gap in the oil cylinder 201, the second sealing element 2033 seals the gap in the piston rod 2021, and the elastic cylindrical pin 12 prevents the sealing cap from loosening. Through the double sealing and anti-loosening design, oil and gas leakage is prevented.

[0045] As attached Figure 2 To be continued Figure 5 As shown: In one embodiment of this utility model, the piston rod assembly 202 includes a piston rod 2021, a pressure adjusting screw 2022, and a locking cap 11. The piston rod 2021 has a hollow structure. The lower end of the piston rod 2021 is threadedly connected to the pressure adjusting screw 2022. A washer 2023 is fitted onto the lower end of the pressure adjusting screw 2022. A locking cap 11, which is threadedly connected to the pressure adjusting screw 2022, is provided at the lower end of the pressure adjusting screw 2022. The pressure valve 3 is disposed inside the piston rod 2021 and located above the pressure adjusting screw 2022.

[0046] The piston rod 2021 has an inner bore of Φ30mm (roughness Ra0.8) and an M30×2 internal thread at the lower end; the pressure adjusting screw 2022 has an M30×2 external thread at the upper end and an M24×1.5 external thread at the lower end; the washer 2023 is a Φ30mm×Φ24mm×3mm copper part; the locking cap 11 is an M2440Cr nut (quenched and tempered HRC30-HRC35).

[0047] During operation, the operator first inserts pressure valve 3 into piston rod 2021, screws in pressure adjusting screw 2022 to adjust the initial nitrogen pressure, and then tightens locking cap 11 by fitting washer 2023. The axial displacement of pressure adjusting screw 2022 changes the volume of the lower chamber of cylinder 201, thereby adjusting the pressure. This adjustable structure allows for adaptation to different vehicle weights and operating conditions.

[0048] As attached Figure 3 To be continued Figure 5 As shown: In one embodiment of this utility model, the pressure valve 3 includes a pressure valve seat 301, a speed valve plate 302, a speed valve spring 303, a pressure valve rod 304, a pressure valve spring assembly 305, and a pressure valve spring seat 306. The pressure valve seat 301 is threadedly connected to the inner side of the upper end of the piston rod 2021. The pressure valve spring seat 306 is disposed inside the piston rod 2021 and located above the pressure adjusting screw 2022. A fifth sealing element 14 is disposed between the pressure valve spring seat 306 and the piston rod 2021. The pressure valve rod 304 is disposed above the pressure valve spring seat 306 and is slidably connected to the piston rod 2021. The pressure valve spring assembly 305 is disposed between the pressure valve spring seat 306 and the pressure valve rod 304. The speed valve plate 302 is slidably disposed on the pressure valve seat 301. The speed valve spring 303 is disposed between the speed valve plate 302 and the piston rod 2021.

[0049] The pressure valve seat 301 has an M30×2 thread on the outside and a Φ20mm stepped hole at the top; the speed valve plate 302 has a Φ8mm hole in the center (surface roughness Ra0.8); the speed valve spring 303 has a stiffness of 2N / mm (compression 5-8mm); the pressure valve stem 304 has a Φ8mm sealing head at the top (surface hardened HRC50-HRC55); the pressure valve spring assembly 305 is installed in parallel (total stiffness 13N / mm); the fifth seal 14 is a Φ30mm×3mm polytetrafluoroethylene ring (temperature resistance -20℃ to 120℃).

[0050] During operation, the operator first assembles pressure valve 3, sequentially installing pressure valve spring seat 306, spring assembly, and valve stem, then screwing in pressure valve seat 301, and installing speed valve spring 303 and speed valve plate 302. In the initial state, the nitrogen pressure in cylinder 201 is adjusted by adjusting screw 2022. At this time, speed valve plate 302 is open, pressure valve stem 304 is closed, and hydraulic oil and nitrogen are sealed. When the wheel presses down on piston rod 2021, it compresses the nitrogen in the lower chamber and pushes the hydraulic oil upwards. If the vehicle speed is below a critical value, the hydraulic oil flows through the gap in speed valve plate 302, and the deceleration does not provide braking effect. If the vehicle speed is high, the hydraulic oil closes speed valve plate 302, forcing the pressure in the upper chamber to increase, opening pressure valve stem 304, and the hydraulic oil flows through the pressure valve, generating resistance work. After the wheel leaves, the nitrogen expands, and the hydraulic oil pushes piston rod 2021 back to its original position.

[0051] As attached Figure 2 To be continued Figure 5 As shown: In one embodiment of this utility model, the anti-impact assembly 5 includes an anti-impact seat 501, a pin 502, an O-ring seal 503, and a height adjustment pad 504. The anti-impact seat 501 is sleeved on the lower end of the piston rod 2021. The anti-impact seat 501 and the piston rod 2021 are respectively provided with through holes. The pin 502 is disposed in the through hole. An O-ring seal 503 is disposed on the outer side of the anti-impact seat 501. A height adjustment pad 504 is disposed at the lower end of the anti-impact seat 501. A rotational snap-fit ​​structure is provided between the piston rod 2021 and the anti-impact seat 501, as well as between the anti-impact pin 901 and the housing 101. Two symmetrical protrusions (made of 40Cr material, surface hardened to HRC48-HRC52, dimensions 5mm long × 8mm wide × 5mm high) are provided on the lower outer wall of the piston rod 2021. A rotating groove (6mm deep, 9mm wide, rotation angle range 30°) is provided at the corresponding position of the anti-blow seat 501. A protrusion (material and heat treatment are the same as the above protrusions, dimensions 5mm long × 6mm wide × 4mm high) is provided on the outer wall of the anti-blow pin 901 near the end of the cylinder 201. A rotating groove (5mm deep, 7mm wide, rotation angle range 25°) is provided at the corresponding position of the pin hole 103 of the housing 101. During installation, first align the protrusion on the piston rod 2021 with the rotating groove of the anti-blow seat 501, rotate it by a certain angle (e.g., 25°) to make the protrusion engage deep in the groove, and then insert the pin 502 for through-hole locking. For the connection between the anti-impact pin 901 and the housing 101, align the protrusion on the anti-impact pin 901 with the rotating slot at the pin hole 103 of the housing 101, rotate it at a certain angle (e.g., 20°) and then insert the cotter pin 903 to lock it in place. This double locking structure greatly improves the reliability of the connection.

[0052] The inner side of the anti-impact seat 501 has a Φ52mm arc groove (fitting with the piston rod 2021) and an Φ8mm pin hole; the fitting clearance of the pin 502 is 0.05-0.1mm; the O-ring seal 503 is embedded in the outer annular groove of the anti-impact seat 501; the flatness of the height adjustment shim 504 is ≤0.1mm, and 2-4 pieces can be stacked (total height 150-180mm).

[0053] During operation, the operator first places the anti-jamming seat 501 onto the piston rod 2021, aligns it with the hole pin shaft 502, installs the O-ring seal 503, and places the height adjustment shim 504 at the lower end. The anti-jamming seat 501 limits the downward movement of the piston rod 2021, and the height adjustment shim 504 is adaptable to different rails. Through limiting and adjusting technologies, compatibility and safety are ensured.

[0054] As attached Figure 2 To be continued Figure 3As shown: In one embodiment of the present invention, an inner liner assembly 7 is provided between the hydraulic cylinder 201 and the housing 101. The inner liner assembly 7 includes an upper bushing 701, a lower bushing 702, and a spacer 703. The upper bushing 701 is disposed on the inner side of the upper end of the housing 101 and sleeved on the outer side of the hydraulic cylinder 201. The lower bushing 702 is disposed on the inner side of the lower end of the housing 101 and sleeved on the outer side of the hydraulic cylinder 201. A spacer 703 sleeved on the outer side of the hydraulic cylinder 201 is provided between the upper bushing 701 and the lower bushing 702.

[0055] The upper bushing 701 and the lower bushing 702 are Φ80mm×30mm HT300 parts (hardness HB200-HB230); the spacer 703 has an elastic modulus of 50MPa (compression amount 3-5mm); the upper bushing 701 is 20mm from the top of the housing 101, the lower bushing 702 is 30mm from the bottom, and the spacer 703 is sandwiched between the two (axial clearance ≤0.5mm).

[0056] During operation, the operator first inserts the inner liner assembly 7 into the hydraulic cylinder 201, and then into the housing 101. The upper bushing 701 and lower bushing 702 reduce friction between the hydraulic cylinder 201 and the housing 101, while the spacer 703 elastically deforms to buffer radial vibration (amplitude reduced by 40%). Through the vibration damping structure, stress concentration is reduced, and operational stability is improved.

[0057] As attached Figure 3 To be continued Figure 4 As shown: In one embodiment of this utility model, an axial channel is provided on the support ring 6, and a third sealing element 10 is provided between the support ring 6 and the oil cylinder 201.

[0058] The axial channel hole spacing of the support ring 6 is 90°, and the hole diameter tolerance is H8; the third seal 10 is a polytetrafluoroethylene guide strip, which is fixed to the outer annular groove of the support ring 6 with glue.

[0059] During operation, the operator first inserts the support ring 6 onto the piston rod 2021, installs the third seal 10, and then inserts it into the oil cylinder 201. The channel hole allows hydraulic oil to flow, and the third seal 10 reduces friction and enhances sealing. Through the coordinated action of the support and seal, piston rod wobbling is prevented, ensuring smooth flow of hydraulic oil.

[0060] Working principle: After the deceleration top is installed, the initial nitrogen pressure in the oil cylinder 201 is adjusted by the pressure adjusting screw 2022. Initially, the speed valve plate 302 is open under the action of the speed valve spring 303, and the pressure valve rod 304 is sealed against the pressure valve seat 301 under the elastic force of the pressure valve spring assembly 305, thus being in a closed state. The hydraulic oil and nitrogen in the oil cylinder 201 are sealed within a specific chamber.

[0061] When the wheel presses onto the top of the piston rod assembly 202 of the deceleration top, the piston rod 2021 moves downward under the pressure of the wheel, compressing the nitrogen in the lower chamber of the hydraulic cylinder 201, and simultaneously pushing the hydraulic oil in the lower chamber upward. If the vehicle speed is below the critical speed, the hydraulic oil flows to the upper chamber through the annular gap of the speed valve plate 302. The resulting pressure difference is insufficient to overcome the preload of the speed valve spring 303, the speed valve remains open, and the deceleration top basically does not have a braking effect.

[0062] If the vehicle speed exceeds the critical speed, the hydraulic oil flow increases, and the hydraulic pressure on the speed valve plate 302 overcomes the force of the speed valve spring 303, causing it to close rapidly. The hydraulic oil is forced to compress the nitrogen in the upper chamber, and the pressure rises until it overcomes the elastic force of the pressure valve spring assembly 305. The pressure valve rod 304 is then pushed open, and the hydraulic oil flows into the upper chamber through the pressure valve, creating resistance work and achieving the deceleration effect on the vehicle.

[0063] After the wheel leaves the piston rod assembly 202, the compressed nitrogen in the lower chamber of the cylinder 201 begins to expand, pushing the piston rod 2021 upwards. At this time, the volume of the lower chamber decreases and the volume of the upper chamber increases, creating a pressure difference. During this return stroke, the hydraulic oil needs to flow from the upper chamber back to the lower chamber. The return valve plate 4 moves downwards under the pressure of the hydraulic oil and its own gravity, approaching the lower end face of the piston rod 2021, partially blocking the flow hole on it, thereby creating a throttling damping effect on the return flow of the hydraulic oil. This allows the sliding cylinder assembly 2 to slowly and smoothly reset, avoiding its rapid impact rebound and ensuring that the deceleration top can stably welcome the next wheel. During this process, the double sealing structure of the sealing cover assembly 203 (first seal 2032, second seal 2033) prevents hydraulic oil leakage, and the dust seal 104 blocks impurities from entering, ensuring the reliability of the next operation.

[0064] If the oil and gas pressure inside cylinder 201 increases abnormally due to temperature changes or sealing problems, the pressure valve stem 304 of pressure valve 3 will further compress the pressure valve spring assembly 305 under high pressure, increasing the opening of the pressure valve seat 301, releasing excess pressure, and avoiding excessive resistance that would make the vehicle difficult to drive; at the same time, sealing components such as the fourth seal 902 and the fifth seal 14 ensure that there is no leakage of hydraulic oil and maintain stable pressure.

[0065] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A stable-operating deceleration jack assembly, characterized in that: The system includes a housing assembly (1) and a sliding cylinder assembly (2). The sliding cylinder assembly (2) is located inside the housing assembly (1). The sliding cylinder assembly (2) includes a cylinder (201), a piston rod assembly (202), a sealing cover assembly (203), a support ring (6), a return valve plate (4), a shaft retaining ring (13), and a retaining assembly (5). The piston rod assembly (202) is located inside the cylinder (201), and the sealing cover assembly (203) is located inside the top of the cylinder (201). 01) A support ring (6) is provided on the upper side of the sealing cover assembly (203). A return valve plate (4) is provided between the support ring (6) and the sealing cover assembly (203). A shaft retaining ring (13) is provided on the cylinder (201) on the lower side of the return valve plate (4). A pressure valve (3) is provided at the upper end of the piston rod assembly (202). A retaining assembly (5) is provided at the lower end of the cylinder (201). A positioning assembly (9) for limiting the axial position of the sliding cylinder assembly (2) is provided on the housing assembly (1).

2. A stable operating slack adjust assembly as defined in claim 1 wherein: The housing assembly (1) includes a housing (101), a support arm (102), and a dustproof ring (104). The support arm (102) is provided on the outer side of the housing (101), and the dustproof ring (104) is provided on the inner side of the top of the housing (101). The inner side of the dustproof ring (104) is in contact with the outer wall of the oil cylinder (201). A pin hole (103) is provided on the lower side wall of the housing (101), and the positioning component (9) is disposed in the pin hole (103).

3. The stable deceleration jack assembly according to claim 2, characterized in that: The positioning component (9) includes a stop pin (901), a fourth seal (902), and a cotter pin (903). One end of the stop pin (901) passes through the pin hole (103) of the housing (101) and extends into the groove on the outside of the cylinder (201). The fourth seal (902) is provided at the gap between the stop pin (901) and the pin hole (103). The side wall of the housing (101) and the stop pin (901) are respectively provided with through holes, and the cotter pin (903) is provided in the through holes.

4. A stable operating slack adjust assembly as defined in claim 3 wherein: The support arm (102) is provided with an installation assembly (8), which includes a double-ended screw (801), a stop washer (802) and a locking nut (803). One end of the double-ended screw (801) is threadedly connected to the support arm (102), and the other end of the double-ended screw (801) is fitted with a stop washer (802). A locking nut (803) that is threadedly connected to the double-ended screw (801) is provided on the outside of the stop washer (802).

5. A stable operating slack adjust assembly as defined in claim 4 wherein: The sealing cover assembly (203) includes a sealing cover (2031), a first sealing element (2032), and a second sealing element (2033). The outer side of the sealing cover (2031) is threadedly connected to the inner side of the top of the oil cylinder (201). The inner side of the sealing cover (2031) is engaged with the piston rod assembly (202). The first sealing element (2032) is provided between the sealing cover (2031) and the oil cylinder (201). The second sealing element (2033) is provided between the sealing cover (2031) and the piston rod assembly (202). An elastic cylindrical pin (12) is provided between the sealing cover (2031) and the oil cylinder (201).

6. A stable operating slack adjust assembly as defined in claim 5 wherein: The piston rod assembly (202) includes a piston rod (2021), a pressure adjusting screw (2022), and a locking cap (11). The piston rod (2021) is a hollow structure. The lower end of the piston rod (2021) is threadedly connected to the pressure adjusting screw (2022). A washer (2023) is fitted on the lower end of the pressure adjusting screw (2022). A locking cap (11) threadedly connected to the pressure adjusting screw (2022) is provided on the lower end of the pressure adjusting screw (2022). The pressure valve (3) is located inside the piston rod (2021) and above the pressure adjusting screw (2022).

7. A stable deceleration jack assembly according to claim 6, characterized in that: The pressure valve (3) includes a pressure valve seat (301), a speed valve plate (302), a speed valve spring (303), a pressure valve rod (304), a pressure valve spring assembly (305), and a pressure valve spring seat (306). The pressure valve seat (301) is threaded to the inner side of the upper end of the piston rod (2021). The pressure valve spring seat (306) is disposed inside the piston rod (2021) and located above the pressure adjusting screw (2022). The pressure valve spring seat (306) and the piston rod (2021) are connected. A fifth sealing element (14) is provided between the pressure valve spring seat (306) and the piston rod (2021). A pressure valve spring assembly (305) is provided between the pressure valve spring seat (306) and the pressure valve rod (304). The speed valve plate (302) is slidably disposed on the pressure valve seat (301). A speed valve spring (303) is provided between the speed valve plate (302) and the piston rod (2021).

8. The stable deceleration jack assembly according to claim 7, characterized in that: The anti-impact assembly (5) includes an anti-impact seat (501), a pin (502), an O-ring seal (503), and a height adjustment pad (504). The anti-impact seat (501) is sleeved on the lower end of the piston rod (2021). The anti-impact seat (501) and the piston rod (2021) are respectively provided with through holes. The pin (502) is disposed in the through hole. An O-ring seal (503) is provided on the outside of the anti-impact seat (501). A height adjustment pad (504) is provided at the lower end of the anti-impact seat (501). A rotational snap-fit ​​structure is provided between the piston rod (2021) and the anti-impact seat (501), as well as between the anti-impact pin (901) and the housing (101).

9. The stable deceleration jack assembly according to claim 1, characterized in that: An inner liner assembly (7) is provided between the cylinder (201) and the housing (101). The inner liner assembly (7) includes an upper bushing (701), a lower bushing (702), and a spacer (703). The upper bushing (701) is located on the inner side of the upper end of the housing (101) and is sleeved on the outer side of the cylinder (201). The lower bushing (702) is located on the inner side of the lower end of the housing (101) and is sleeved on the outer side of the cylinder (201). A spacer (703) is provided between the upper bushing (701) and the lower bushing (702) and is sleeved on the outer side of the cylinder (201).

10. The stable operating slack adjust assembly of claim 1 wherein: An axial channel is provided on the support ring (6), and a third seal (10) is provided between the support ring (6) and the oil cylinder (201).

Images