CN105065542A - Piston unit of oil-pressure damper for rail locomotive - Google Patents
Piston unit of oil-pressure damper for rail locomotive Download PDFInfo
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- CN105065542A CN105065542A CN201510596389.5A CN201510596389A CN105065542A CN 105065542 A CN105065542 A CN 105065542A CN 201510596389 A CN201510596389 A CN 201510596389A CN 105065542 A CN105065542 A CN 105065542A
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- core valve
- adjusting screw
- adjusting bolt
- segment
- bolt adjusting
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/3207—Constructional features
- F16F9/3214—Constructional features of pistons
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/34—Special valve constructions; Shape or construction of throttling passages
- F16F9/3405—Throttling passages in or on piston body, e.g. slots
Abstract
The invention discloses a piston unit of an oil-pressure damper for a rail locomotive, relates to the technical field of oil pressure dampers for rail locomotives, and aims at solving the technical problem of the stability of an existing piston unit of the oil pressure damper for the rail locomotive. A first channel comprises a first sliding segment and a first assembly segment, wherein the first sliding segment is located below the first assembly segment; the inner diameter of the first assembly segment is greater than that of the first sliding segment; a first step is formed on the butt joint of the first sliding segment and the first assembly segment; a first core valve mechanism is pushed to be opened by oil action force generated by a piston during compression; the oil flows upwards through a piston body; a second core valve mechanism is pushed to be started by the oil action force generated in the stretching process; the oil flows downwards through the piston body; the first valve core mechanism is loaded from the top of a first channel; only the pressure of a first core valve spring is applied to a first adjusting threaded sleeve; the first adjusting threaded sleeve does not easily become flexible without the effects of the impact force in the process of cutting off a first valve core, so that the risk that the resistance of the oil pressure damper for the rail locomotive abnormally changes is obviously improved.
Description
Technical field
The present invention relates to rail locomotive vehicle oil-pressure damper technical field, be specifically related to the piston unit architecture advances aspect in rail locomotive vehicle oil-pressure damper.
Background technique
Shown in the working principle of rail locomotive vehicle oil-pressure damper sees figures.1.and.2, rail locomotive vehicle oil-pressure damper includes clutch release slave cylinder 1A, and is placed in piston unit 2A and the bottom valve unit 3A of clutch release slave cylinder 1A; Piston unit 2A is provided with stretching valve 21A and compression valve 22A, and bottom valve unit 3A is provided with recuperation valve 31A and compression valve 32A; With reference to shown in Fig. 1, when piston unit 2A upwards draws high, under oil pressure effect, valve 21A and valve 31A opens, and valve 22A and valve 32A closes; With reference to shown in Fig. 2, when piston unit 2A presses down, under oil pressure effect, valve 21A and valve 31A closes, and valve 22A and valve 32A opens; Piston unit 2A forms hydraulic damping power when drawing high or compress, and reaches the object of vibration damping.
With reference to shown in Fig. 3 and Fig. 4, the piston unit of a kind of rail locomotive vehicle of existing typical case oil-pressure damper, include piston only 1C, piston only 1C outer side wall is provided with piston ring 5C, and piston only 1C is provided with the first passage 11C upwards circulated through piston only 1C for fluid and the second channel 10C circulated through piston only 1C for fluid downwards; Be provided with the first core valve system 6C in first passage 11C, the first core valve system 6C loads from first passage 11C bottom, and during the assembling of the first core valve system 6C, first cored valve spring 62C, refills core valve 61C, finally refill Adjusting bolt Adjusting screw 63C; Be provided with the second core valve system 7C in second channel 10C, the second core valve system 7C loads from second channel 10C top, and during the assembling of the second core valve system 7C, first cored valve spring 72C, refills core valve 71C, finally refill Adjusting bolt Adjusting screw 73C.In order to prevent Adjusting bolt Adjusting screw 63C and Adjusting bolt Adjusting screw 73C from occurring loosening in the later stage, Adjusting bolt Adjusting screw 63C and Adjusting bolt Adjusting screw 73C is precoating thread locking glue before loading; After being screwed in by Adjusting bolt Adjusting screw in corresponding passage, implement pretension to core valve spring, the size of core valve spring pretightening force is determined according to vibration damper resistance; After thread locking adhesive curing, piston unit can use.
The advantage of existing this piston unit is: axial dimension is short, is suitable for a certain type vibration damper of rail locomotive vehicle; Each group valve system that upper and lower faces is arranged independently can control stretching or the resistance to compression pression of oil-pressure damper, and twocouese resistance does not interfere with each other; Vibration damper resistance continuously adjustabe can be realized.
Adopt this piston unit should have good usability, but in actual meeting the tendency, there is following problem: after 1, vibration damper runs a period of time with car, part vibration damper resistance there will be resistance significantly to be changed or decays, the result caused and the non-core valve spring of this change lost efficacy; 2, vibration damper is in assembling and setting process, and catching phenomenon appears in piston unit core valve spring force value instability or core valve; 3, the damper piston unit after using cannot keep in repair again.
Through long-term observation research, find the reason producing the problems referred to above.
(1) cause analysis of vibration damper change in resistance
1, thread locking glue is applied to clamping bolt and nut usually, and namely screw bolt and nut is that a pair spiral marking connection is secondary, and for the ease of screwing, screw pair is designed to Spielpassung, and Spielpassung can not be effectively locking.After bolts and nuts screw, the two end contact, imposes certain moment and tightens, can play certain anti-loosing effect; Loosening for guaranteeing that screw thread there will not be, be coated with thread locking glue again between screw thread, after solidification, reliably anti-loosing effect can be played.Unless with special tool or rational method for dismounting, otherwise be difficult to the two to separate.
2, this piston unit structure and work relationship
First passage 11C on piston only 1C and second channel 10C is tapped hole, and the precompression of core valve spring is by tuning Adjusting bolt Adjusting screw to realize.When core valve spring reaches default force value, Adjusting bolt Adjusting screw stops screwing in, because Adjusting bolt Adjusting screw rests on a certain fragment position in tapped hole L region, end contact is not had between Adjusting bolt Adjusting screw and piston only 1C tapped hole, there is not screw-down torque in the two, can not produce effectively fastening, this and spiral marking connection mode are essentially different, and do not have any locking effect.
Locking in order to realize, people expect the thread locking glue of a kind of anaerobism class of precoating between Adjusting bolt Adjusting screw and piston only 1C screw pair, when after adhesive curing, are filled with solid matter between screw pair, can play certain to prevent loose effect.Ideally, be full of screw thread gluing and solidify when between screw pair, Adjusting bolt Adjusting screw realizes reliably being connected with piston only 1C screw thread by screw thread glue.The difficult point of real operation is: cannot solve between screw pair and be full of thread locking glue.
First, thread locking glue has certain viscosity, and glue amount of the depositing close relation of viscosity and thread pitch: viscosity is low, good fluidity, and liquid glue is difficult to retain in thread surface, after being threaded into, cannot ensure to be filled with glue between screw pair; Viscosity is high, poor fluidity, and liquid glue can remain in thread surface, but when being threaded into, most of glue is blocked in beyond tapped hole, and it is still little to retain glue amount between screw pair.Few owing to depositing glue amount between screw pair, after thread locking adhesive curing, there is space between screw pair, this is the later stage lockingly bring very large hidden danger.
The performance of this hidden danger is: when vibration damper operationally, when the generation of piston unit tension moves upward, core valve is subject to fluid active force P, forces core valve spring to be compressed and produces certain displacement H, core valve is opened, and fluid flows to the other end of piston only 1C by core valve along route shown by arrows.Now core valve spring is provided with the potential energy larger than initial preloading condition, when piston unit moves upward end, the P power acting on core valve disappears, the effect that core valve is subject to core valve spring returns to close valve state, now the potential energy of core valve spring is that kinetic energy is end-acted on Adjusting bolt Adjusting screw end face by core valve, and the core valve impact kinetic energy be delivered on Adjusting bolt Adjusting screw is E=P.H.Piston unit pressurized process is identical with tension Principle of Process, and just the valve of opposite side ties up to work, repeats no more.Adjusting bolt Adjusting screw through coming from core valve for a long time, repeatedly, alternation Ground shock waves, due to himself very light weight, large portion impact force is delivered to piston only 1C and spiral marking connection place by Adjusting bolt Adjusting screw.As previously mentioned, full thread locking glue cannot be filled in screw pair gap, screw thread glue is through the extruding of external force, and it has enough spaces to produce distortion, flowing, fracture until pulverize, and screw thread glue is once pulverize, it will lose intrinsic locking ability, cause thread looseness, screw thread is once can not be effectively locking, and the vibrated appearance of Adjusting bolt Adjusting screw loosens, cause spring fitting state to change, vibration damper resistance thus can be brought to occur change or decay.
(2) reason of spring force value instability
Core valve spring is installed in piston only 1C tapped hole, its radial direction can be freely movable, when core valve spring because deflection appears in Rig up error, core valve spring external diameter occurs contacting with piston only 1C screw thread hole wall, when piston unit works, core valve spring produces because of compression in displacement process and inevitably occurs with piston thread hole wall rubbing, scratching, and causes core valve spring force to produce fluctuation.
When Adjusting bolt Adjusting screw precoating thread locking glue is screwed in piston only 1C tapped hole, part glue overflows, if cleaning is unclean, the gap of Adjusting bolt Adjusting screw and core valve will be remained in, after solidification, core valve and Adjusting bolt Adjusting screw are completely bonding, core valve cannot be opened, or the two is completely not bonding, and gap exists foreign matter, cause core valve frictional force suddenly to increase, cause core valve to open difficulty.
Above two kinds of situations all can cause stability or the distortion of piston unit medi-spring ouput force.
(3) piston cannot be dismantled and keep in repair
Adjusting bolt Adjusting screw 73C outwardly one end is provided with auxiliary hole 734C, this auxiliary hole 734C is used as the adjustment screwing in adjustment screw, screw out, due to the restriction by surrounding space, auxiliary hole aperture only has 1.5mm, after the pre-gluing of Adjusting bolt Adjusting screw screw thread when screwing in piston only 1C tapped hole, screw thread glue is in flowing state, and required screw-down torque is very little, therefore, this auxiliary hole used tool can realize the adjustment to Adjusting bolt Adjusting screw.Screw thread glue, once solidification, is difficult to Adjusting bolt Adjusting screw to unscrew with instrument used during assembling.Rail locomotive vehicle oil-pressure damper is in lifetime, need repeatedly to overhaul it, the piston unit needs of performance inconsistency lattice are decomposed, check, assemble and debug, because adjustment screw auxiliary hole is little, the object (instrument can be destroyed) unscrewed is not reached with the tool and method namely had, the decomposition to piston unit cannot be realized, make troubles to later period maintenance work; Simultaneously owing to can not keep in repair bad piston unit, bad piston unit can only scrap process, causes certain waste.
With reference to shown in Fig. 5 and Fig. 6, for the technical deficiency that the auxiliary hole on above-mentioned Adjusting bolt Adjusting screw exists, the improvement project of employing is: cancelled by the auxiliary hole on former Adjusting bolt Adjusting screw, be designed to straight groove 735C structure; The ability that adjustment Adjusting bolt Adjusting screw bears screw-down torque obtains reinforcement, therefore, can realize the decomposition to piston unit by some method, can keep in repair provide feasible path for realizing piston unit.Although straight groove 735C solves the decomposable problem of piston unit, depositing glue between screw thread can be less than original structure, and anti-loosing effect is poorer.Reason is lower than threaded exterior end portion bottom straight groove 735C, and Adjusting bolt Adjusting screw is in the process screwed in, and screw thread glue can gently easily overflow from groove, causes the thread pitch beyond straight groove 735C to be difficult to retain screw thread glue, and the few nature anti-loosing effect of glue is just not so good as in the past.
Summary of the invention
Main purpose of the present invention is the technical deficiency of the piston unit stability solving existing rail locomotive vehicle oil-pressure damper, and proposes a kind of piston unit of rail locomotive vehicle oil-pressure damper.
For solving technical problem proposed by the invention, the technological scheme adopted is: a kind of piston unit of rail locomotive vehicle oil-pressure damper, include piston only, piston only is provided with the first passage upwards circulated through piston only for fluid and the second channel circulated through piston only for fluid downwards; The first core valve system is provided with, the second core valve system in second channel in first passage;
It is characterized in that: described first passage includes the first glissile segment and the first load segment, the first glissile segment is positioned at below the first load segment, and the internal diameter of the first load segment is greater than the first glissile segment, and the first glissile segment and the first load segment joint are formed with first step;
Described first core valve system includes the first core valve be loaded on successively in first passage, the first core valve spring and the first Adjusting bolt Adjusting screw; First core valve is made up of with the first core valve positioning block being located at the first core valve sliding sleeve top the first core valve sliding sleeve of the first glissile segment axial sliding fit with first passage, and the sidewall of the first core valve sliding sleeve is provided with the first oil through communicated with the first core valve sliding sleeve bottom opening; The top of the first core valve positioning block connects the first core valve spring bottom, and the first core valve spring top connects the first Adjusting bolt Adjusting screw; First Adjusting bolt Adjusting screw outer wall is connected with the first load segment inner thread of first passage, and bonding by thread locking glue between the first Adjusting bolt Adjusting screw outer wall with first passage load segment inwall; First Adjusting bolt Adjusting screw Adjusting bolt Adjusting screw includes the first inner chamber communicated up and down, is provided with the first tool interface in the first Adjusting bolt Adjusting screw outer end or internal chamber wall place.
First glissile segment of described first passage is socketed with the first lining for isolating described first core valve sliding sleeve.
The top center of the first described core valve positioning block is provided with the first spring positioning block raised up; The first described core valve spring bottom is socketed on the first spring positioning block, and the first Adjusting bolt Adjusting screw is provided with and coordinates the first spring positioning step of locating with the first core valve spring top.
The first described tool interface is polygonal, kidney-shaped or star cavity on Adjusting bolt Adjusting screw internal chamber wall; Or the word be located on Adjusting bolt Adjusting screw outer end or cross recess.
Described second channel includes the second glissile segment and the second load segment, and the second glissile segment is positioned at above the second load segment, and the internal diameter of the second load segment is greater than the second glissile segment, and the second glissile segment and the second load segment joint are formed with second step;
Described second core valve system includes the second core valve be loaded on successively in second channel, the second core valve spring and the second Adjusting bolt Adjusting screw; Second core valve is made up of with the second core valve positioning block being located at the second core valve sliding sleeve bottom the second core valve sliding sleeve of the second glissile segment axial sliding fit with second channel, and the sidewall of the second core valve sliding sleeve is provided with the second oil through communicated with the second core valve sliding sleeve open top; The bottom of the second core valve positioning block connects the second core valve spring top, and the second core valve spring bottom connects the second Adjusting bolt Adjusting screw; Second Adjusting bolt Adjusting screw outer wall is connected with second channel load segment inner thread, and bonding by thread locking glue between the second Adjusting bolt Adjusting screw outer wall with second channel load segment inwall; Second Adjusting bolt Adjusting screw Adjusting bolt Adjusting screw includes the inner chamber communicated up and down, is provided with tool interface in the second Adjusting bolt Adjusting screw outer end or internal chamber wall place.
Second glissile segment of described second channel is socketed with the second lining for isolating described second core valve sliding sleeve.
The bottom centre of the second described core valve positioning block is provided with the second spring positioning block to lower convexity; The second described core valve spring top is socketed on the second spring positioning block, and the second Adjusting bolt Adjusting screw is provided with and coordinates the second spring positioning step of locating with the second core valve spring bottom.
Beneficial effect of the present invention is: in rail locomotive vehicle oil-pressure damper working procedure, and the fluid active force produced during piston compression promotes the first core valve system and opens, and fluid upwards flows through piston only; The fluid active force produced during stretching promotes the second core valve system and opens, and fluid flows downward through piston only; First core valve system loads from first passage top, first Adjusting bolt Adjusting screw is only subject to the pressure of the first core valve spring, and there is no the impact of the first core valve closing process impact force, first Adjusting bolt Adjusting screw not easily loosens, and rail locomotive vehicle oil-pressure damper resistance occurs that the risk of ANOMALOUS VARIATIONS is improved significantly.
In addition, the second core valve system loads bottom second channel, and the second Adjusting bolt Adjusting screw is only subject to the pressure of the second core valve spring, and does not have second Adjusting bolt Adjusting screw that affects of the second core valve closing process impact force not easily to loosen; The excessive glue that first Adjusting bolt Adjusting screw and the second Adjusting bolt Adjusting screw occur in adjustment process not easily causes the first core valve and the second core valve clamping stagnation or bonding.The glue overflowed, because position is open, without dead angle, is convenient to clear up excessive glue.Solve the influence of fluctuations of another factor to spring force value.
Accompanying drawing explanation
Working principle schematic diagram when Fig. 1 is the stretching of rail locomotive vehicle oil-pressure damper;
Working principle schematic diagram when Fig. 2 is the compression of rail locomotive vehicle oil-pressure damper;
Fig. 3 is the piston unit structural representation of existing a kind of typical rail locomotive vehicle oil-pressure damper;
Fig. 4 is the piston unit working principle structural representation of existing a kind of typical rail locomotive vehicle oil-pressure damper;
Structural representation when Fig. 5 is the Adjusting bolt Adjusting screw of the employing straight groove of the piston unit of existing a kind of typical rail locomotive vehicle oil-pressure damper;
Fig. 6 is Adjusting bolt Adjusting screw plan structure schematic diagram in Fig. 5;
Fig. 7 is structural representation of the present invention;
Fig. 8 is working principle structural representation of the present invention;
Fig. 9 is the structural representation of the further improvement project of the present invention.
Embodiment
Below in conjunction with accompanying drawing and the preferred specific embodiment of the present invention, structure of the present invention is further described.
With reference to shown in Fig. 7 and Fig. 8, the present invention includes piston only 1D, piston only 1D is provided with the first passage 11D upwards circulated through piston only 1D for fluid and the second channel 10D circulated through piston only 1D for fluid downwards; The first core valve system 6D is provided with, the second core valve system 7D in second channel 10D in first passage 11D; Also namely the first core valve system 6D is equivalent to the valve 22A in Fig. 2, and the second core valve system 7D is equivalent to the 21A in Fig. 2.
Described first passage 11D includes the first glissile segment 111D and the first load segment 112D, first glissile segment 111D is positioned at below the first load segment 112D, the internal diameter of the first load segment 112D is greater than the first glissile segment 111D, and the first glissile segment 111D and the first load segment 112D joint are formed with first step.
Described first core valve system 6D includes the first core valve 61D, the first core valve spring 62D and the first Adjusting bolt Adjusting screw 63D that are loaded on successively in first passage 11D, first core valve 61D is made up of with the first core valve positioning block 612D being located at the first core valve sliding sleeve 611D top the first core valve sliding sleeve 611D of the first glissile segment 111D axial sliding fit with first passage 11D, and the sidewall of the first core valve sliding sleeve 6111D is provided with the first oil through 613D communicated with the first core valve sliding sleeve 6111D bottom opening, the top of the first core valve positioning block 612D connects the first core valve spring 62D bottom, and the first core valve spring 62D top connects the first Adjusting bolt Adjusting screw 63D, first Adjusting bolt Adjusting screw 63D outer wall is connected with the first load segment 112D inner thread of first passage 11D, and bonding by thread locking glue between the first Adjusting bolt Adjusting screw 63D outer wall and the first load segment 112D inwall of first passage 11D, in order to prevent in later stage using process, loosening appears in the first Adjusting bolt Adjusting screw 63D, thus have influence on the precompression of the first core valve spring 62D to the first core valve 61D, first Adjusting bolt Adjusting screw 63D is before being screwed in first passage 11D, precoating thread locking glue on the outside thread of the first Adjusting bolt Adjusting screw 63D, with special tool, rotation adjustment is carried out to the first Adjusting bolt Adjusting screw 63D again, when the precompression of the first core valve spring 62D to the first core valve 61D reaches default force value, stop regulating, treat thread locking adhesive curing, thus be used for the two thread locking glue-line bonding to being formed between the first Adjusting bolt Adjusting screw 63D outer wall and the first load segment 112D inwall of first passage 11D.In order to ensure that fluid can through the first Adjusting bolt Adjusting screw 63D, facilitate adjustment means to carry out rotation adjustment to the first Adjusting bolt Adjusting screw 63D simultaneously, first Adjusting bolt Adjusting screw 63D includes the inner chamber 631D communicated up and down, is provided with the first tool interface 632D in the first Adjusting bolt Adjusting screw 63D outer end or internal chamber wall place.
The top center of the first described core valve positioning block 612D is provided with the first spring positioning block 6121D raised up; The first described core valve reset 62D bottom is socketed on the first spring positioning block 6121D, and the first Adjusting bolt Adjusting screw 63D is provided with the first spring positioning step 633D coordinating with the first core valve spring 62D top and locate.Ensure that the vertical not deflection in the first core valve spring 62D mounting point, no matter be can not there is wiping to touch phenomenon under which kind of situation, solve spring force value fluctuation problem.
Connect the first Adjusting bolt Adjusting screw 63D for the ease of instrument, carry out rotation to the first Adjusting bolt Adjusting screw 63D and regulate, the first tool interface 632D on the first Adjusting bolt Adjusting screw 63D is polygonal, kidney-shaped, star cavity on the first Adjusting bolt Adjusting screw 63D internal chamber wall; Or the word be located on the first Adjusting bolt Adjusting screw 63D outer end or cross recess.First tool interface 632D easily can realize the dismounting to the first Adjusting bolt Adjusting screw 63D, greatly facilitates piston unit maintenance.
Described second channel 10D includes the second glissile segment 101D and the second load segment 102D, second glissile segment 101D is positioned at above the second load segment 102D, the internal diameter of the second load segment 102D is greater than the second glissile segment 101D, and the second glissile segment 101D and the second load segment 102D joint are formed with second step.
Described second core valve system 7D in second channel 10D is identical with above-mentioned first core valve system 6D structure, the equal impact that can reduce Adjusting bolt Adjusting screw and be subject to, promote the stability of Adjusting bolt Adjusting screw, the two is different unlike assembly direction, first core valve system 6D loads in first passage 11D from top to bottom, second core valve system 7D loads in second channel 10D from the bottom up, and in working procedure, unlatching or the opportunity of closedown are on the contrary, flow control difference; Therefore repeat specification is not remake to the concrete structure of the second core valve system 7D.
With reference to shown in Fig. 9, first glissile segment of first passage 11D is socketed with the first lining 91D for isolating described first core valve sliding sleeve 611D, and second glissile segment of second channel 10D is socketed with the second lining 92D for isolating described second core valve sliding sleeve 711D.First lining 91D and the second lining 92D outside is stepped, plays position-limiting action, is slidably matched in the first lining 91D and the second lining 92D with the first core valve sliding sleeve 611D and the second core valve sliding sleeve 711D, reduces surface friction drag, is convenient to the motion of core valve.Lining adopts antifriction material usually: as copper, cast iron, powder metallurgy etc.
The present invention is relative to existing structure, and stability, reliability are significantly improved and improve.
Claims (8)
1. a piston unit for rail locomotive vehicle oil-pressure damper, includes piston only, and piston only is provided with the first passage upwards circulated through piston only for fluid and the second channel circulated through piston only for fluid downwards; The first core valve system is provided with, the second core valve system in second channel in first passage; It is characterized in that: described first passage includes the first glissile segment and the first load segment, the first glissile segment is positioned at below the first load segment, and the internal diameter of the first load segment is greater than the first glissile segment, and the first glissile segment and the first load segment joint are formed with first step; Described first core valve system includes the first core valve be loaded on successively in first passage, the first core valve spring and the first Adjusting bolt Adjusting screw; First core valve is made up of with the first core valve positioning block being located at the first core valve sliding sleeve top the first core valve sliding sleeve of the first glissile segment axial sliding fit with first passage, and the sidewall of the first core valve sliding sleeve is provided with the first oil through communicated with the first core valve sliding sleeve bottom opening; The top of the first core valve positioning block connects the first core valve spring bottom, and the first core valve spring top connects the first Adjusting bolt Adjusting screw; First Adjusting bolt Adjusting screw outer wall is connected with the first load segment inner thread of first passage, and bonding by thread locking glue between the first Adjusting bolt Adjusting screw outer wall with first passage load segment inwall; First Adjusting bolt Adjusting screw Adjusting bolt Adjusting screw includes the first inner chamber communicated up and down, is provided with the first tool interface in the first Adjusting bolt Adjusting screw outer end or internal chamber wall place.
2. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 1, is characterized in that: the first glissile segment of described first passage is socketed with the first lining for isolating described first core valve sliding sleeve.
3. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 1, is characterized in that: the top center of the first described core valve positioning block is provided with the first spring positioning block raised up; The first described core valve spring bottom is socketed on the first spring positioning block, and the first Adjusting bolt Adjusting screw is provided with and coordinates the first spring positioning step of locating with the first core valve spring top.
4. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 1, is characterized in that: the first described tool interface is polygonal, kidney-shaped or star cavity on Adjusting bolt Adjusting screw internal chamber wall; Or the word be located on Adjusting bolt Adjusting screw outer end or cross recess.
5. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 1, it is characterized in that: described second channel includes the second glissile segment and the second load segment, second glissile segment is positioned at above the second load segment, the internal diameter of the second load segment is greater than the second glissile segment, and the second glissile segment and the second load segment joint are formed with second step;
Described second core valve system includes the second core valve be loaded on successively in second channel, the second core valve spring and the second Adjusting bolt Adjusting screw; Second core valve is made up of with the second core valve positioning block being located at the second core valve sliding sleeve bottom the second core valve sliding sleeve of the second glissile segment axial sliding fit with second channel, and the sidewall of the second core valve sliding sleeve is provided with the second oil through communicated with the second core valve sliding sleeve open top; The bottom of the second core valve positioning block connects the second core valve spring top, and the second core valve spring bottom connects the second Adjusting bolt Adjusting screw; Second Adjusting bolt Adjusting screw outer wall is connected with second channel load segment inner thread, and bonding by thread locking glue between the second Adjusting bolt Adjusting screw outer wall with second channel load segment inwall; Second Adjusting bolt Adjusting screw Adjusting bolt Adjusting screw includes the inner chamber communicated up and down, is provided with tool interface in the second Adjusting bolt Adjusting screw outer end or internal chamber wall place.
6. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 5, is characterized in that: the second glissile segment of described second channel is socketed with the second lining for isolating described second core valve sliding sleeve.
7. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 5, is characterized in that: the bottom centre of the second described core valve positioning block is provided with the second spring positioning block to lower convexity; The second described core valve spring top is socketed on the second spring positioning block, and the second Adjusting bolt Adjusting screw is provided with and coordinates the second spring positioning step of locating with the second core valve spring bottom.
8. the piston unit of a kind of rail locomotive vehicle oil-pressure damper according to claim 5, is characterized in that: described tool interface is polygonal, kidney-shaped or star cavity on Adjusting bolt Adjusting screw internal chamber wall; Or the word be located on Adjusting bolt Adjusting screw outer end or cross recess.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510596389.5A CN105065542A (en) | 2015-09-18 | 2015-09-18 | Piston unit of oil-pressure damper for rail locomotive |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510596389.5A CN105065542A (en) | 2015-09-18 | 2015-09-18 | Piston unit of oil-pressure damper for rail locomotive |
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| CN105065542A true CN105065542A (en) | 2015-11-18 |
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| CN201510596389.5A Pending CN105065542A (en) | 2015-09-18 | 2015-09-18 | Piston unit of oil-pressure damper for rail locomotive |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106481721A (en) * | 2016-12-08 | 2017-03-08 | 山东凌博瑞轨道交通科技有限公司 | Shock absorber piston assembly and hydraulic damper |
| CN106624712A (en) * | 2016-12-30 | 2017-05-10 | 珠海市业成轨道交通设备科技有限公司 | Demounting system for valve system unit of oil damper used for high-speed bullet train |
| CN107143603A (en) * | 2017-06-28 | 2017-09-08 | 中车青岛四方车辆研究所有限公司 | Valve component, piston unit and oil-pressure damper |
| CN110905960B (en) * | 2019-11-29 | 2021-11-30 | 中国北方车辆研究所 | Two-way discharge vibration damping valve |
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| DE3109960A1 (en) * | 1981-03-14 | 1982-09-23 | Boge Gmbh, 5208 Eitorf | Hydraulic oscillation damper, in particular for stabilising the joint on articulated buses |
| JP2000046088A (en) * | 1998-07-29 | 2000-02-15 | Kayaba Ind Co Ltd | Oil damper |
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| CN106481721A (en) * | 2016-12-08 | 2017-03-08 | 山东凌博瑞轨道交通科技有限公司 | Shock absorber piston assembly and hydraulic damper |
| CN106624712A (en) * | 2016-12-30 | 2017-05-10 | 珠海市业成轨道交通设备科技有限公司 | Demounting system for valve system unit of oil damper used for high-speed bullet train |
| CN107143603A (en) * | 2017-06-28 | 2017-09-08 | 中车青岛四方车辆研究所有限公司 | Valve component, piston unit and oil-pressure damper |
| CN110905960B (en) * | 2019-11-29 | 2021-11-30 | 中国北方车辆研究所 | Two-way discharge vibration damping valve |
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