CN108518443B - Variable-damping snake-shaped oil pressure resistant shock absorber, rail train and design method of variable-damping snake-shaped oil pressure resistant shock absorber - Google Patents
Variable-damping snake-shaped oil pressure resistant shock absorber, rail train and design method of variable-damping snake-shaped oil pressure resistant shock absorber Download PDFInfo
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- CN108518443B CN108518443B CN201810369500.0A CN201810369500A CN108518443B CN 108518443 B CN108518443 B CN 108518443B CN 201810369500 A CN201810369500 A CN 201810369500A CN 108518443 B CN108518443 B CN 108518443B
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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
- F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
- F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
- F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
- F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
- F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type
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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
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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
- F16F9/3207—Constructional features
- F16F9/3235—Constructional features of cylinders
- F16F9/3242—Constructional features of cylinders of cylinder ends, e.g. caps
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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
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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
- F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
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Abstract
The piston is used for respectively forming a front cavity and a rear cavity of the pressure cylinder into the inner cavity of the pressure cylinder, an oil storage cavity is formed between the oil storage cylinder and the pressure cylinder, the front cavity and the rear cavity are filled with oil, an extension regulating valve group and a compression regulating valve group are arranged on the piston, the oil storage cavity is filled with the oil and air, the oil and the air are respectively positioned on two radial sides of the oil storage cavity, a front pressure relief channel forming an oil loop with the front cavity along the axial direction and a rear pressure relief channel forming the oil loop with the rear cavity along the axial direction are arranged in the oil storage cavity, the piston is positioned between the front cylinder pressure relief channel and the rear pressure relief channel, and the thickness of the piston along the axial direction is smaller than the axial width of the front pressure relief channel and the rear pressure relief channel. The invention has simple structure, reliable use and low manufacturing cost, and can effectively avoid the damping force regulation hysteresis phenomenon. The invention also provides a rail train and a design method thereof.
Description
Technical Field
The invention relates to a variable-damping snake-shaped-resistant oil pressure shock absorber which is arranged between a vehicle body underframe and a bogie frame of a rail train and used for inhibiting snake-shaped movement of the bogie. The invention also relates to a rail train and a design method thereof.
Background
When the rolling stock is running at a high speed, the bogie may generate a periodic large amplitude rolling motion, i.e., a snaking motion, in the lateral direction. The severe snaking motion can cause the wheel rim to continuously impact the steel rail, accelerate the abrasion of the wheel rail and increase the risk of derailment of the wheel, thereby threatening the running safety, which is a big obstacle of high-speed trains. An anti-snake oil pressure vibration absorber is longitudinally arranged between the vehicle body underframe and the bogie frame, so that the snake motion of the bogie can be effectively inhibited. The modern high-speed train is provided with an anti-snake oil pressure shock absorber. In order to meet the requirement that the snake-shaped movement of the train can be effectively inhibited when the train runs in a straight line, the snake-shaped resistant oil pressure shock absorber has the characteristics of large damping force and large dynamic rigidity. However, when the train runs on a small radius curve, the transverse acting force between the wheel rails is remarkably increased due to the large damping force and the dynamic rigidity, so that the running resistance is increased, the abrasion between the wheel rails is increased, and the safe running is not facilitated.
In order to realize that the damping force and the dynamic rigidity of the anti-snake oil pressure shock absorber disappear when the anti-snake oil pressure shock absorber runs on a small radius curve, the electromagnetic valve is additionally arranged on the snake oil pressure shock absorber in the prior art, when a vehicle runs on the curve, the electromagnetic valve is electrified to control the shock absorber to be ineffective, so that the damping force is reduced to be almost zero, the transverse acting force between wheel rails caused by large damping force is reduced, the running damping force is reduced, and the abrasion increase between the wheel rails is reduced. However, the control system of the electromagnetic valve control mode has a complex structure, relatively more fault points, high manufacturing cost and hysteretic damping force adjustment.
The related prior art is retrieved:
CN 207111821U, which proposes an anti-snake oil hydraulic shock absorber for a railway train, the anti-snake oil hydraulic shock absorber comprises an oil storage cylinder, an inner oil cylinder, a bottom valve component, a piston component and a guide sealing component, wherein the bottom valve component comprises a bottom valve body and a plurality of bottom valve damping valves, and the piston component comprises a piston body, a plurality of piston damping valves and a piston rod. The oil pressure shock absorber is simple in structure, the stepped adjustment of the damping force can be realized by increasing or reducing the number of the damping valves, the maintenance is convenient, and the maintainability of the shock absorber is improved. The scheme can not realize the function that the damping force and the dynamic rigidity of the anti-snake oil pressure shock absorber disappear when the anti-snake oil pressure shock absorber operates on a small radius curve.
CN 207145516U, which proposes a solenoid anti-snake oil hydraulic damper for rail train, the oil hydraulic damper comprises: a reserve tube; the inner oil cylinder is nested in the oil storage cylinder; the bottom valve component is arranged at the bottom of the inner oil cylinder, is connected with the bottom of the oil storage cylinder and is used for communicating the inner oil cylinder with the oil storage cylinder; one end of the piston component is arranged in the inner oil cylinder, and the one end of the piston component can slide along the axial direction of the inner oil cylinder; the oil storage cylinder is arranged on the oil storage cylinder, the inner oil cylinder is arranged on the oil storage cylinder, the piston component penetrates through the oil storage cylinder, the bottom valve component is internally provided with a damping adjusting valve, and the bottom valve component is connected with the electromagnetic valve through an oil pipe. The oil pressure absorber can reduce the operation damping force when the vehicle operates on a curve, so that the friction loss between wheel rails is reduced. The technical scheme utilizes the electromagnetic valve to control the oil pressure shock absorber, and although the function that the damping force and the dynamic rigidity of the shock absorber disappear when the anti-snake oil pressure shock absorber operates on a small radius curve is realized, the structure is complex, the number of fault points is relatively large, the manufacturing cost is very high, and the damping force is adjusted and lagged. CN107420474A provides an anti snakeing oil damper of friendly type of track, and it includes piston rod end connection piece, dust cover, rubber dust cover, dust ring, interior spiral shell lid, skeleton oil blanket, outer spiral shell lid, guide end seal spare, guide subassembly, guide exhaust plate, pressure cylinder, piston-piston rod subassembly, oil storage cylinder subassembly, hydraulic oil, bottom valve subassembly, pressure cylinder gasket, bottom valve gasket, guide oil board subassembly, little magnet and oil return subassembly. Because the inner wall of the pressure cylinder of the oil pressure shock absorber is provided with symmetrical bypass damping grooves at two sides of the middle area of the pressure cylinder, when a train passes through a curve and changes positions between a bogie and a train body, the oil pressure shock absorber has a damping self-adaption function, and can effectively reduce the acting force and abrasion of a wheel rail. Although the scheme realizes the function that the damping force and the dynamic rigidity of the anti-snake oil pressure shock absorber disappear when the anti-snake oil pressure shock absorber runs in a small radius curve, the processing of a bypass damping groove in a pressure cylinder barrel is difficult, and the damping groove can damage the cylindrical surface of a piston, thereby influencing the sealing life of the piston and leading the shock absorber to fail early; in addition, the manufacturing cost is relatively high.
In summary, the anti-snake oil hydraulic shock absorbers capable of realizing the function of disappearance of the damping force and the dynamic stiffness of the shock absorber when the anti-snake oil hydraulic shock absorber operates on a small radius curve in the prior art have the defects of complex structure, relatively more fault points, early failure, high manufacturing cost and/or lagging damping adjustment.
Disclosure of Invention
The invention provides a variable-damping snake-shaped-resistant oil pressure shock absorber which is arranged on a rail train, so that when the train runs in a straight line, the shock absorber has enough damping force and dynamic rigidity, and can effectively inhibit the snake motion of a bogie; when the train runs on a small-radius curve, the damping force and the dynamic rigidity of the shock absorber are reduced to be close to zero, the running resistance of the train is reduced, the abrasion between wheel rails is reduced, the driving safety is improved, the structure is simple, the use is reliable, the manufacturing cost is low, and the damping force adjustment hysteresis phenomenon can be effectively avoided. The invention also provides a rail train and a design method thereof.
In order to achieve the aim, the invention adopts the technical scheme that:
the snake-shaped oil pressure damper with variable damping comprises an oil storage cylinder, a pressure cylinder coaxially arranged in the oil storage cylinder, a piston arranged in a cylinder force cylinder, a piston rod with one end fixed with the piston and the other end extending out of the front end of the oil storage cylinder, a guide seat arranged in the oil storage cylinder and matched with the piston rod in a guide way, an outer screw cap matched with the oil storage cylinder in a screw way and covering the front end of the oil storage cylinder, a chassis arranged at the rear end of the oil storage cylinder and a bottom valve covering the rear end of the pressure cylinder and capable of conducting oil inside and outside the pressure cylinder under the action of oil pressure, wherein the guide seat covers the front end of the pressure cylinder, the piston respectively comprises a front cavity and a rear cavity which are arranged on the inner cavity of the pressure cylinder, the front cavity is close to the guide seat, the rear cavity is close to the bottom valve, an oil storage cavity is formed between the oil storage cylinder and the pressure cylinder, and oil is fully filled in the front cavity and the rear cavity, and is characterized in that the piston is provided with an extension regulating valve group which is arranged along the axial direction and is The valve bank, the oil storage chamber be full of with fluid and air, and fluid and air are located the radial both sides in oil storage chamber respectively, set up in the oil storage chamber along the axial and with form the preceding release passageway in fluid return circuit between the antechamber and along the axial and with the back release passageway that forms the fluid return circuit between the back chamber, the piston is located before the cylinder pressure passageway and unloads between the passageway, and the piston all is less than the axial width of preceding release passageway and back release passageway along axial thickness.
Preferably, the front pressure relief channel and the rear pressure relief channel are both annular channels coaxially arranged with the pressure cylinder or oil liquid pipelines axially arranged, the side wall of the pressure cylinder is provided with a first hole and a second hole communicated with two ends of the front pressure relief channel, a third hole and a fourth hole communicated with two ends of the rear pressure relief channel, the axial distance between the front pressure relief channel and the rear pressure relief channel is 40-60 mm, and the piston is located at the midpoint position of the front pressure relief channel and the rear pressure relief channel.
Preferably, when the front pressure relief channel and the rear pressure relief channel are annular channels, a front sleeve and a rear sleeve which are coaxial with the pressure cylinder are arranged in the oil storage cavity, the front sleeve and the rear sleeve are both fixed with the outer wall of the pressure cylinder in a sealing mode, the front sleeve is close to the guide seat and forms the front pressure relief channel with the pressure cylinder, and the rear sleeve is close to the bottom valve and forms the rear pressure relief channel with the pressure cylinder.
Preferably, the structure and the quantity of extension regulating valve group and compression regulating valve group all the same, extension regulating valve group and compression regulating valve group evenly set up along piston circumference, and extension regulating valve group and compression regulating valve group set up in turn on same circumference, set up a compression regulating valve group between two extension regulating valve groups.
Preferably, the number of the extension regulating valve group and the number of the compression regulating valve group are three, the opening rigidity of the three extension regulating valve groups are different, the opening rigidity of the three compression regulating valve groups are also different, the three extension regulating valve groups are uniformly distributed along the circumferential direction of the piston from small to large according to the opening rigidity, and the three compression regulating valve groups are also uniformly distributed along the circumferential direction of the piston from small to large according to the opening rigidity.
Preferably, extension regulating valve group and compression regulating valve group all include adjusting screw, screw-thread fit cover adjusting nut on adjusting screw, cover on adjusting screw and be located the adjusting spring of adjusting nut top and the adjusting valve piece of cover on adjusting screw, open on the piston and have the valve opening corresponding with extension regulating valve group and compression regulating valve group, adjusting screw run through the valve opening, adjusting spring is compressed between the radial annular wall of adjusting nut and valve opening, the adjusting valve piece presss from both sides between the head of adjusting screw and the terminal surface of piston, the adjusting screw head of extension regulating valve group is arranged in the back chamber, the adjusting screw head of compression regulating valve group is arranged in the front chamber.
Preferably, the bottom valve comprises a bottom valve seat covered on the rear end face of the pressure cylinder, a bottom valve screw penetrating through the bottom valve seat along the central axis, a bottom valve nut in threaded fit with the bottom end of the bottom valve screw and positioned in the rear cavity, a combined elastic thin valve plate formed by overlapping a plurality of elastic thin valve plates with the same thickness, a baffle plate, a large valve plate, a tower spring and a blocking cover, wherein the head of the bottom valve screw is positioned in the oil storage cavity, the bottom valve seat is provided with a plurality of small oil passing channels which are uniformly distributed and axially arranged, the small oil passing channels are positioned at the periphery of the bottom valve screw, the combined elastic thin valve plate and the baffle plate are sleeved on the bottom valve screw and clamped between the head of the bottom valve screw and the bottom valve seat to seal the two small oil passing channels, the combined elastic thin valve plate is in contact with the bottom valve seat, the baffle plate is in contact with the head of the bottom valve, the bottom valve seat is provided with a large oil passing channel axially arranged, and the large oil passing channel, the large valve block, the tower spring and the blocking cover are all of annular structures coaxial with the bottom valve screw and are all arranged in the back cavity, the large valve block is attached to the bottom valve seat to seal the large oil passing channel, the tower spring is pressed on the large valve block, the blocking cover compresses the tower spring, and the blocking cover is fixed on the bottom valve seat through a bottom valve nut.
Preferably, the base plate and the base valve seat are provided with a positioning pin arranged along the axial direction, the positioning pin is fixed on the base valve seat and extends into the base plate, the positioning pin is positioned on one side of the oil storage cavity filled with air, and the base plate is provided with an oil passing groove arranged along the radial direction on one side of the oil storage cavity filled with oil.
The rail train comprises a train body and a bogie, wherein an oil pressure shock absorber is arranged between a train body underframe and a bogie frame, the oil pressure shock absorbers are arranged along the length direction of the train body and are symmetrically arranged at the left side and the right side of the train body, and the rail train is characterized in that the oil pressure shock absorbers are the above anti-snake-shaped oil pressure shock absorbers with variable damping.
The design method of the rail train is characterized in that:
according to the linear road condition of a running line of a rail train, the opening rigidity of an extension regulating valve group and a compression regulating valve group is designed, so that an oil pressure shock absorber has enough damping force and dynamic rigidity to resist the snake-shaped motion of a bogie, and the axial distance between a front pressure relief channel and a rear pressure relief channel in the oil pressure shock absorber is designed, so that when the train runs on a straight line, a piston is always positioned between the front pressure relief channel and the rear pressure relief channel in a pressure cylinder, and the oil pressure shock absorber keeps enough damping force and dynamic rigidity;
according to the curve road condition of the running line of the rail train, the axial widths of a front pressure relief channel and a rear pressure relief channel in the oil pressure shock absorber are designed, so that when the train runs on a curve, a piston moves to an axial position corresponding to the front pressure relief channel or the rear pressure relief channel in a pressure cylinder, and the damping force and the dynamic rigidity of the oil pressure shock absorber are reduced to be close to zero.
The invention discloses a variable damping snake-shaped oil pressure resistant shock absorber, which has the working principle that: the piston divides the pressure cylinder inner cylinder into a front cavity and a rear cavity, a front pressure relief channel and a rear pressure relief channel are arranged in an oil storage cavity between the pressure cylinder and the oil storage cylinder, wherein the front pressure relief channel and the front cavity form an oil cylinder loop, the rear pressure relief channel and the rear cavity form an oil cylinder loop, the initial position of the piston in the pressure cylinder is positioned between the front pressure relief channel and the rear pressure relief channel, and when the piston moves in the pressure cylinder and is positioned between the front pressure relief channel and the rear pressure relief channel, the damping force and the dynamic rigidity generated by the shock absorber are large enough; when the piston rod extends outwards or compresses inwards to enable the piston to move to the axial position corresponding to the front pressure relief channel or the rear pressure relief channel in the pressure cylinder, the front pressure relief channel or the rear pressure relief channel becomes an oil pressure relief channel between the front cavity and the rear cavity, the oil pressure of the front cavity and the oil pressure of the rear cavity are basically equal, the oil pressure difference is close to zero, and the damping force and the dynamic rigidity generated by the oil pressure shock absorber are close to zero. When the damping force and the dynamic stiffness generated by the oil pressure shock absorber are applied to a rail train, the change of the road condition of a rail train running line can be adapted through the change of the damping force and the dynamic stiffness generated by the oil pressure shock absorber, the large damping force and the large dynamic stiffness generated by the oil pressure shock absorber are ensured when the train runs on a straight line, the snake-shaped motion of a bogie is resisted, and when the train runs on a curve, the damping force and the dynamic stiffness of the oil pressure shock absorber are reduced to be close to zero, the abrasion between wheel rails is reduced, and the.
The invention has the beneficial effects that:
1. the variable-damping snake-shaped-resistant oil pressure shock absorber is arranged on a rail train, so that when the train runs in a straight line, the shock absorber has enough damping force and dynamic rigidity, and can effectively inhibit the snake motion of a bogie; when the train runs on a small-radius curve, the damping force and the dynamic rigidity of the shock absorber are reduced to be close to zero, the running resistance of the train is reduced, the abrasion between wheel rails is reduced, and the running safety is improved.
2. Through set up preceding release passageway and back release passageway in the oil storage chamber, realize the quick release of front chamber or back chamber in piston motion, make two front and back chambeies oil pressure value be close to equally fast, realize the quick adjustment of oil pressure shock absorber damping force, effectively avoid damping force to adjust hysteresis, improve oil pressure shock absorber and use the reliability.
3. The front pressure relief channel and the front cavity form an oil liquid loop, the rear pressure relief channel and the rear cavity form an oil liquid loop, the front pressure relief channel and the rear pressure relief channel are only oil liquid runners, other structures are not arranged in the front pressure relief channel and the rear pressure relief channel, the structure is simple, the pressure relief effect is good, the pressure relief time is fast, the use reliability of the oil pressure shock absorber is better, and the manufacturing cost of the oil pressure shock absorber with variable damping in the prior art is lower.
Drawings
FIG. 1 is a schematic structural diagram of a variable damping anti-snake oil hydraulic shock absorber according to a first embodiment.
Fig. 2 is an enlarged view of the bottom end of fig. 1.
FIG. 3 is a schematic view of the extension regulating valve set and the compression regulating valve assembled on the piston.
Fig. 4 is a schematic cross-sectional view of fig. 3.
Fig. 5 is a top view of the chassis.
FIG. 6 is a schematic structural diagram of a variable damping anti-snake oleo damper according to a second embodiment.
Fig. 7 is a schematic view of the piston moving within the pressure tube to an axial position corresponding to the front pressure relief passage.
FIG. 8 is a schematic representation of the piston moving within the pressure tube to an axial position corresponding to the rear relief passage.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to fig. 1 to 8.
The first embodiment is as follows:
variable damped snakelike oil pressure shock absorber of resistance, including reserve tank 1, coaxial setting is at pressure cylinder 2 in reserve tank 1, the piston 3 of dress in jar power cylinder 2, one end stretches out the piston rod 4 of reserve tank 1 front end with the fixed other end of piston 3, dress is in reserve tank 1 and with piston rod 4 direction complex guide holder 5, with reserve tank 1 screw-thread fit lid at the outer spiral shell lid 6 of reserve tank 1 front end, dress is at the chassis 7 of reserve tank 1 rear end and cover and can switch on the bottom valve 8 of the inside and outside fluid of pressure cylinder 2 at pressure cylinder 2 rear end under the effect of oil pressure, guide holder 5 covers the front end at pressure cylinder 2, piston 3 is preceding chamber I and back chamber II respectively with the inner cavity of pressure cylinder 2, preceding chamber I is close to guide holder 5, back chamber II is close to bottom valve 8, form reserve tank III between reserve tank 1 and the pressure cylinder 2, all be full of fluid in preceding chamber I and the back chamber II, its characterized in that piston 3 be equipped with and set up along the axial setting and be greater than opening oil pressure chamber I when the oil pressure chamber II in preceding chamber I Extension adjusting valve group A and with extension adjusting valve group A reverse and the compression adjusting valve group B that opens when I oil pressure in front chamber is less than II oil pressures in back chamber, oil storage chamber III be full of with fluid and air, and fluid and air are located the III radial both sides in oil storage chamber respectively, set up in oil storage chamber III along the axial and with the front chamber between I before the pressure relief passageway 9 that forms the fluid return circuit with along the axial and with the back chamber between II after the pressure relief passageway 10 that form the fluid return circuit, piston 3 is located before the cylinder and presses passageway 9 and after the pressure relief passageway 10 between, and piston 3 all is less than the axial width of preceding pressure relief passageway 9 and after the pressure relief passageway 10 along axial thickness.
The front pressure relief channel 9 and the rear pressure relief channel 10 are oil pipelines arranged along the axial direction, the side wall of the pressure cylinder 2 is provided with a first hole K1 and a second hole K2 which are communicated with two ends of the front pressure relief channel 9, a third hole K3 and a fourth hole K4 which are communicated with two ends of the rear pressure relief channel 9, the axial distance between the front pressure relief channel 9 and the rear pressure relief channel 10 is 40-60 mm, the piston 3 is positioned at the middle point position of the front pressure relief channel A and the rear pressure relief channel 10, in order to increase the oil passing speed, the inner diameters of the front pressure relief channel 9 and the rear pressure relief channel 10 are large enough, or the front pressure relief channel 9 and the rear pressure relief channel 10 are designed to be distributed at intervals along the circumferential direction of the pressure cylinder, and oil passing and pressure relief can be carried out at the same time.
As shown in fig. 1, the piston 3 is located at the middle position of the pressure cylinder 2, and divides the pressure cylinder 2 into a front chamber i and a rear chamber ii, both ends of the front pressure relief passage 9 are communicated with a hole one K1 and a hole two K2 in the front chamber to form an oil circuit with the front chamber, both ends of the rear pressure relief passage 10 are communicated with a hole three K3 and a hole four K4 in the rear chamber to form an oil circuit with the rear chamber, when the piston 3 moves in the axial range between the front pressure relief passage 9 and the rear pressure relief passage 10 in the pressure cylinder 2, the damping force generated by the oil pressure shock absorber is large enough to make the dynamic stiffness of the oil pressure shock absorber large enough to be mounted between the car body and the bogie of the railway train, the large damping force and dynamic stiffness can effectively resist the snake-like operation of the bogie when the train is running straight, since the train is running straight, the vibration stroke of the piston 3 in the oil pressure shock absorber is usually very small, generally smaller than ± 3mm, and the maximum vibration stroke, therefore, the axial distance between the front pressure relief channel 9 and the rear pressure relief channel 10 is designed to be 40-60 mm, so that the piston 3 is always positioned between the front pressure relief channel 9 and the rear pressure relief channel 10 when the train runs in a straight line, and larger damping force and dynamic rigidity are generated.
Under train straight line operation, when piston rod 4 outwards extends for a long time, the chamber before 3 compression of pulling piston makes the oil pressure in preceding chamber rise, and the oil pressure of back chamber descends, and extension regulating valve group A is opened, and compression regulating valve group B closes, and fluid flows to the back chamber from preceding chamber, and the fluid in the oil storage chamber simultaneously backs down bottom valve 8, flows into the back chamber, and the oil mass of compensation piston rod 4 stretching out the volume. When the piston rod 4 inwards compresses, the piston 3 is pushed to compress the rear cavity, the oil pressure of the rear cavity is increased, the oil pressure of the front cavity is decreased, the compression regulating valve group B is opened, the extension regulating valve group A is closed, oil flows to the front cavity from the rear cavity, meanwhile, the oil in the rear cavity jacks the bottom valve 8 and flows into the oil storage cavity, the oil quantity of the volume pressed by the piston rod is discharged, the opening rigidity of the extension regulating valve group A and the compression regulating valve group B determines the magnitude of the generated damping force, the larger the opening rigidity is, and the larger the generated damping force is. Therefore, the opening rigidity of the extension regulating valve group A and the opening rigidity of the compression regulating valve group B can be designed according to different operating lines and the damping force required by snakelike motion resistance.
Under the curve operation of the train, because the oil pressure shock absorber is horizontally and longitudinally (the length direction of the train body) installed at two sides of the train, the piston rod 4 of the oil pressure shock absorber positioned at the outer side of the curve stretches outwards, as shown in fig. 7, the piston rod 4 of the oil pressure shock absorber positioned at the outer side of the curve stretches outwards to drive the piston 3 to move to the corresponding position between the first hole K1 and the second hole K2, when the piston rod 4 continues to drive the piston 3 to move at the corresponding position between the first hole K1 and the second hole K2, because the oil pressure difference between the rear cavity II and the front cavity I is very small at the moment, the damping force is close to zero, and the extension regulating valve group A and the compression regulating valve group. The piston rod 4 of the anti-snake oil pressure shock absorber positioned on the inner side of the curve is compressed inwards, as shown in fig. 8, the piston rod 4 of the oil pressure shock absorber positioned on the inner side of the curve is compressed inwards to drive the piston 3 to move to a corresponding position between the three K3 holes and the four K4 holes, and when the piston rod 4 continues to drive the piston 3 to move at a corresponding position between the three K3 holes and the four K4 holes, because the oil pressure difference between the rear cavity II and the front cavity I is small at the moment, the damping force is close to zero, and the extension regulating valve group A and the compression regulating valve group B cannot be opened basically. The damping force of the oil pressure shock absorbers on the two sides of the train is close to zero, the generated dynamic rigidity is also close to zero, the running resistance of the train is reduced, the abrasion between wheel rails is reduced, and the driving safety is improved.
Wherein, extension adjusting valve group A and compression adjusting valve group B's structure and quantity all the same, extension adjusting valve group A and compression adjusting valve group B evenly set up along 3 circumference of piston, and extension adjusting valve group A and compression adjusting valve group B set up in turn on same circumference, set up a compression adjusting valve group B between two extension adjusting valve group A.
The number of the extension adjusting valve groups A and the number of the compression adjusting valve groups B are three, as shown in the three extension adjusting valve groups A1, A2 and A3 in FIG. 3, the opening rigidity of each extension adjusting valve group is different, the opening rigidity of each compression adjusting valve group B1, B2 and B3 is different, the three extension adjusting valve groups A1, A2 and A3 are uniformly distributed along the circumferential direction of the piston 3 from small to large according to the opening rigidity, and the three compression adjusting valve groups B1, B2 and B3 are uniformly distributed along the circumferential direction of the piston 3 from small to large according to the opening rigidity. The opening rigidity of the extension adjusting valve group A1 is the minimum, the opening rigidity of the extension adjusting valve group A2 is the second, the opening rigidity of the extension adjusting valve group A3 is the maximum, when the shock absorber is in stretching operation at a very low speed, the generated stretching damping force is relatively small, the oil pressure in the front cavity I is also relatively low, only the extension adjusting valve group A1 is opened at the moment, and the extension adjusting valve group A2 and the extension adjusting valve group A3 are closed; when the stretching speed of the shock absorber rises, the generated stretching damping force is increased, and when the oil pressure in the front cavity I rises to a certain value, the stretching adjusting valve group A1 and the stretching adjusting valve group A2 are opened, and the stretching adjusting valve group A3 is closed; when the stretching speed of the shock absorber continues to rise, the generated stretching damping force is further increased, and when the oil pressure in the front cavity I continues to rise to a certain value, the three stretching adjusting valve groups are all opened. The valve hole of the extension regulating valve group A3 is larger than the valve holes of the extension regulating valve group A1 and the extension regulating valve group A2, and is an unloading valve, once the unloading valve is opened, when the extension speed of the shock absorber is increased again, the extension damping force rises slowly. Similarly, the opening rigidity of the compression regulating valve group B1 is the minimum, the opening rigidity of the compression regulating valve group B2 is the second, the opening rigidity of the compression regulating valve group B3 is the maximum, the compression damping force generated when the shock absorber performs compression operation at a very low speed is relatively small, the oil pressure in the rear cavity II is also relatively low, only the compression regulating valve group B1 is opened at the moment, and the compression regulating valve group B2 and the compression regulating valve group B3 are closed; when the compression speed of the shock absorber rises, the generated compression damping force is increased, and when the oil pressure in the rear cavity II rises to a certain value, the compression regulating valve group B1 and the compression regulating valve group B2 are opened, and the compression regulating valve group B3 is closed; when the compression speed of the shock absorber continues to rise, the generated compression damping force is further increased, and when the oil pressure in the rear cavity II continues to rise to a certain value, the compression regulating valve group B1, the compression regulating valve group B2 and the compression regulating valve group B3 are all opened. The valve hole of the compression regulating valve group B3 is larger than the valve holes of the compression regulating valve group B1 and the compression regulating valve group B2, the valve hole is an unloading valve, and once the valve hole is opened, when the compression speed of the shock absorber is increased again, the compression damping force rises slowly. The damping force adjusting structure can enable the anti-snaking oil pressure shock absorber to obtain large required damping force and dynamic rigidity when a train runs in a straight line, and the dynamic rigidity is increased when the damping force is increased generally; when the train runs in a curve, the damping force and the dynamic rigidity of the shock absorber disappear to be close to zero, and the adverse effect on the turning operation of the train is eliminated.
As shown in fig. 3, each of the extension adjusting valve group a and the compression adjusting valve group B includes an adjusting screw 13, an adjusting nut 14 sleeved on the adjusting screw 13 in a screw-thread fit manner, an adjusting spring 15 sleeved on the adjusting screw 13 and located above the adjusting nut 14, and an adjusting valve plate 16 sleeved on the adjusting screw 13, a valve hole 31 corresponding to the extension adjusting valve group a and the compression adjusting valve group B is formed in the piston 3, the adjusting screw 13 penetrates through the valve hole 31, the adjusting spring 15 is compressed between the adjusting nut 14 and a radial annular wall 31.1 of the valve hole 31, the adjusting valve plate 16 is sandwiched between a head of the adjusting screw 13 and an end surface of the piston 3, a head of the adjusting screw 13 of the extension adjusting valve group a is located in the rear cavity ii, and a head of the adjusting screw 13 of the compression adjusting valve group B is located in the front cavity i. The adjusting spring 15 is further compressed by the oil pressure, and the adjusting screw 13 and the adjusting nut 14 are pushed open by the oil, thereby opening the valve hole 31 to flow the oil. The rigidity of the adjusting spring 15 is the opening rigidity of the extension adjusting valve group A and the compression adjusting valve group B, and the larger the rigidity of the adjusting spring 15 is, the larger the opening rigidity of the extension adjusting valve group A and the compression adjusting valve group B is.
Wherein, the bottom valve 8 comprises a bottom valve seat 81 covering the rear end surface of the pressure cylinder 2, a bottom valve screw 82 penetrating through the bottom valve seat 81 along the central axis, a bottom valve nut 83 sleeved at the bottom end of the bottom valve screw 82 in a threaded fit manner and positioned in the rear cavity II, a combined elastic thin valve plate 84 formed by overlapping a plurality of elastic thin valve plates with the same thickness, a baffle 85, a large valve plate 86, a tower spring 87 and a blocking cover 88, the head of the bottom valve screw 82 is positioned in the oil storage cavity III, the bottom valve seat 81 is provided with a plurality of small oil passing channels 81.1 which are uniformly distributed and axially arranged, the small oil passing channels 81.1 are positioned at the periphery of the bottom valve screw 82, the combined elastic thin valve plate 84 and the baffle 85 are sleeved on the bottom valve screw 82 and clamped between the head of the bottom valve screw 82 and the bottom valve seat 81 to seal the two small oil passing channels 81.1, the combined elastic thin valve plate 84 is contacted with the bottom valve seat 81, the baffle 85 is contacted with the head of, the bottom valve seat 81 is provided with a large oil passing channel 81.2 which is arranged along the axial direction, the large oil passing channel 81.2 is close to one side of the oil storage cavity III which is filled with oil, the large valve plate 86, the tower spring 87 and the blocking cover 88 are all of annular structures which are coaxial with the bottom valve screw 82 and are all arranged in the rear cavity II, the large valve plate 86 is attached to the bottom valve seat 81 to seal the large oil passing channel 81.2, the tower spring 87 is pressed on the large valve plate 86, the blocking cover 88 compresses the tower spring 87, and the blocking cover 88 is fixed on the bottom valve seat 81 through the bottom valve nut 83. As shown in fig. 2, when the oil pressure in the rear chamber is greater than the oil pressure in the reservoir chamber, the combined elastic thin valve plate 84 is pushed open to open the small oil passage 81.1, and the oil flows into the reservoir chamber from the rear chamber, and when the oil pressure in the reservoir chamber is greater than the oil pressure in the rear chamber, the large valve plate 86 is pushed open to compress the spring 87 to open the large oil passage 81.2, and the oil flows into the rear chamber from the reservoir chamber.
Because the oil pressure damper is horizontally arranged when being installed, in order to prevent air in the oil storage cavity from entering the pressure cylinder 2, when the oil pressure damper is installed, the situation that the air-filled side of the oil storage cavity is on the upper side and the oil-filled side is on the lower side is ensured, the oil passing channel 81.2 is close to the oil-filled side, namely the lower side, of the oil storage cavity III, therefore, a positioning pin 17 which is axially arranged is arranged between the chassis 7 and the base valve seat 81, the positioning pin 17 is fixed on the base valve seat 81 and extends into the chassis 7, the positioning pin 17 is positioned on the air-filled side of the oil storage cavity III, and the oil passing groove 71 which is radially arranged is formed in the oil-filled side of the oil storage cavity III of the chassis 7. The mounting direction of the chassis 7 and the bottom valve seat 81 is positioned by the positioning pin 17, so that the side, close to the oil storage cavity III, full of oil liquid in the oil passing channel 81.2 is ensured.
Example two:
the difference from the first embodiment is that the front pressure relief channel 9 and the rear pressure relief channel 10 are both annular channels coaxially arranged with the pressure cylinder 2, a front sleeve 11 and a rear sleeve 12 coaxial with the pressure cylinder 2 are arranged in the oil storage cavity iii, the front sleeve 11 and the rear sleeve 12 are both fixed with the outer wall of the pressure cylinder 2 in a sealing manner, the front sleeve 11 is close to the guide seat 5, the front pressure relief channel 9 is formed between the front sleeve 11 and the pressure cylinder 2, the rear sleeve 12 is close to the bottom valve 8, and the rear pressure relief channel 10 is formed between the rear sleeve 12 and the pressure cylinder 2. The working principle of this embodiment is also the same as that of the first embodiment, and the mounting structure of the front sleeve 11 and the rear sleeve 12 is relatively simpler and the oil passing amount is relatively larger than that of the oil pipeline in the first embodiment.
The invention also protects a rail train which comprises a train body and a bogie, wherein an oil pressure shock absorber is arranged between the underframe of the train body and the framework of the bogie, is arranged along the length direction of the train body and is symmetrically arranged at the left side and the right side of the train body, and is characterized in that the oil pressure shock absorber is the above variable damping snake-shaped resistant oil pressure shock absorber. When the train runs on a straight line, the oil pressure shock absorber generates large damping force and dynamic rigidity to resist the snake-shaped motion of the bogie, and when the train runs on a curve, the damping force and the dynamic rigidity of the oil pressure shock absorber are reduced to be close to zero, so that the abrasion between wheel rails is reduced, and the running safety is improved.
The invention also protects a design method of more than one rail train, which is characterized in that:
according to the linear road condition of a running line of a rail train, the opening rigidity of an extension regulating valve group A and a compression regulating valve group B is designed, so that an oil pressure shock absorber has enough damping force and dynamic rigidity to resist the snake-shaped motion of a bogie, and the axial distance between a front pressure relief channel 9 and a rear pressure relief channel 10 in the oil pressure shock absorber is designed, so that when the train runs on a straight line, a piston 3 is always positioned between the front pressure relief channel 9 and the rear pressure relief channel 10 in a pressure cylinder 2, and the oil pressure shock absorber keeps enough damping force and dynamic rigidity;
according to the curve road condition of the running line of the rail train, the axial widths of a front pressure relief channel 9 and a rear pressure relief channel 10 in the oil pressure shock absorber are designed, so that when the train runs on a curve, a piston 3 moves to an axial position corresponding to the front pressure relief channel 9 or the rear pressure relief channel 10 in a pressure cylinder 2, and the damping force and the dynamic rigidity of the oil pressure shock absorber are reduced to be nearly zero.
According to the design method, the oil pressure shock absorber in the train is designed according to the running line of the train, so that when the train runs on a straight line, the oil pressure shock absorber generates large damping force and dynamic rigidity to resist the snake-shaped motion of the bogie, and when the train runs on a curve, the damping force and the dynamic rigidity of the oil pressure shock absorber are reduced to be close to zero, the abrasion between wheel rails is reduced, and the running safety is improved.
The technical solutions of the embodiments of the present invention are fully described above with reference to the accompanying drawings, and it should be noted that the described embodiments are only some embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
Claims (6)
1. The rail train comprises a train body and a bogie, wherein an oil pressure shock absorber is arranged between a train body underframe and a bogie frame, the oil pressure shock absorbers are arranged along the length direction of the train body and are symmetrically arranged on the left side and the right side of the train body, and the oil pressure shock absorbers are variable-damping snake-shaped-resistant oil pressure shock absorbers;
a variable-damping snake-shaped oil pressure shock absorber comprises an oil storage cylinder (1), a pressure cylinder (2) coaxially arranged in the oil storage cylinder (1), a piston (3) arranged in the pressure cylinder (2), a piston rod (4) with one end fixed with the piston (3) and the other end extending out of the front end of the oil storage cylinder (1), a guide seat (5) arranged in the oil storage cylinder (1) and in guide fit with the piston rod (4), an outer screw cap (6) in threaded fit with the oil storage cylinder (1) and covering the front end of the oil storage cylinder (1), a chassis (7) arranged at the rear end of the oil storage cylinder (1) and a bottom valve (8) covering the rear end of the pressure cylinder (2) and capable of conducting oil inside and outside the pressure cylinder (2) under the action of oil pressure, wherein the guide seat (5) covers the front end of the pressure cylinder (2), the piston (3) enables an inner cavity of the pressure cylinder (2) to be a front cavity (I) and a rear cavity (II) respectively, and the front cavity (I) is close to the guide, the rear cavity (II) is close to the bottom valve (8), an oil storage cavity (III) is formed between the oil storage cylinder (1) and the pressure cylinder (2), and the front cavity (I) and the rear cavity (II) are filled with oil liquid, the piston (3) is provided with an extension regulating valve group (A) which is arranged along the axial direction and is opened when the oil pressure of the front cavity (I) is greater than that of the rear cavity (II) and a compression regulating valve group (B) which is opposite to the extension regulating valve group (A) and is opened when the oil pressure of the front cavity (I) is less than that of the rear cavity (II), the oil storage cavity (III) is filled with oil liquid and air, the oil liquid and the air are respectively positioned at two radial sides of the oil storage cavity (III), a front pressure relief channel (9) which forms an oil liquid loop between the oil storage cavity (I) along the axial direction and the front cavity (I) and a rear pressure relief channel (10) which forms the oil liquid loop between the oil storage cavity (II), the piston (3) is positioned between the front pressure relief channel (9) and the rear pressure relief channel (10), and the thickness of the piston (3) along the axial direction is smaller than the axial width of the front pressure relief channel (9) and the rear pressure relief channel (10);
the bottom valve (8) comprises a bottom valve seat (81) covered on the rear end surface of the pressure cylinder (2), a bottom valve screw (82) penetrating through the bottom valve seat (81) along the central axis, a bottom valve nut (83) sleeved at the bottom end of the bottom valve screw (82) in a threaded fit manner and positioned in the rear cavity (II), a combined elastic thin valve plate (84) formed by overlapping a plurality of elastic thin valve plates with the same thickness, a baffle plate (85), a large valve plate (86), a tower spring (87) and a baffle cover (88), wherein the head of the bottom valve screw (82) is positioned in the oil storage cavity (III), the bottom valve seat (81) is provided with a plurality of small oil passing channels (81.1) which are uniformly distributed and axially arranged, the small oil passing channels (81.1) are positioned at the periphery of the bottom valve screw (82), the combined elastic thin valve plate (84) and the baffle plate (85) are sleeved on the bottom valve screw (82), and the two small oil passing channels (81.1) are clamped between the head of the bottom valve screw (82) and the bottom valve seat (81), the combined elastic thin valve plate (84) is in contact with a bottom valve seat (81), a baffle plate (85) is in contact with the head of a bottom valve screw (82), a large oil passing channel (81.2) which is arranged along the axial direction is formed in the bottom valve seat (81), the large oil passing channel (81.2) is close to one side of an oil storage cavity (III) which is filled with oil, the large valve plate (86), a tower spring (87) and a blocking cover (88) are all of annular structures which are coaxial with the bottom valve screw (82) and are arranged in a rear cavity (II), the large valve plate (86) is attached to the bottom valve seat (81) to seal the large oil passing channel (81.2), the tower spring (87) is pressed on the large valve plate (86), the blocking cover (88) compresses the tower spring (87), and the blocking cover (88) is fixed on the bottom valve seat (81) through a bottom valve nut (83);
a positioning pin (17) arranged along the axial direction is arranged between the chassis (7) and the bottom valve seat (81), the positioning pin (17) is fixed on the bottom valve seat (81) and extends into the chassis (7), the positioning pin (17) is positioned on one side of the oil storage cavity (III) filled with air, and an oil passing groove (71) arranged along the radial direction is formed in one side of the chassis (7) filled with oil in the oil storage cavity (III);
the method is characterized in that:
according to the linear road condition of a running line of a rail train, the opening rigidity of an extension regulating valve group (A) and a compression regulating valve group (B) is designed, so that an oil pressure shock absorber has enough damping force and dynamic rigidity to resist the snake-shaped motion of a bogie, the axial distance between a front pressure relief channel (9) and a rear pressure relief channel (10) in the oil pressure shock absorber is designed, when the train runs on a straight line, a piston (3) is always positioned between the front pressure relief channel (9) and the rear pressure relief channel (10) in a pressure cylinder (2), and the oil pressure shock absorber keeps enough damping force and dynamic rigidity;
according to the curve road condition of the running line of the rail train, the axial widths of a front pressure relief channel (9) and a rear pressure relief channel (10) in the oil pressure shock absorber are designed, so that when the train runs on a curve, a piston (3) moves to an axial position corresponding to the front pressure relief channel (9) or the rear pressure relief channel (10) in a pressure cylinder (2), and the damping force and the dynamic rigidity of the oil pressure shock absorber are reduced to be nearly zero.
2. The rail train design method according to claim 1, wherein the front pressure relief channel (9) and the rear pressure relief channel (10) are both annular channels coaxially arranged with the pressure cylinder (2) or oil pipelines axially arranged, the side wall of the pressure cylinder (2) is provided with a first hole (K1) and a second hole (K2) communicated with two ends of the front pressure relief channel (9), and a third hole (K3) and a fourth hole (K4) communicated with two ends of the rear pressure relief channel (10), the axial distance between the front pressure relief channel (9) and the rear pressure relief channel (10) is 40-60 mm, and the piston (3) is located at the midpoint position of the front pressure relief channel (9) and the rear pressure relief channel (10).
3. The method for designing the rail train according to claim 2, wherein when the front pressure relief passage (9) and the rear pressure relief passage (10) are annular passages, a front sleeve (11) and a rear sleeve (12) which are coaxial with the pressure cylinder (2) are arranged in the oil storage cavity (iii), the front sleeve (11) and the rear sleeve (12) are both fixed on the outer wall of the pressure cylinder (2) in a sealing manner, the front sleeve (11) is close to the guide seat (5) and forms the front pressure relief passage (9) with the pressure cylinder (2), and the rear sleeve (12) is close to the bottom valve (8) and forms the rear pressure relief passage (10) with the pressure cylinder (2).
4. The rail train design method according to claim 1, wherein the extension regulating valve group (a) and the compression regulating valve group (B) have the same structure and number, the extension regulating valve group (a) and the compression regulating valve group (B) are uniformly arranged along the circumferential direction of the piston (3), the extension regulating valve group (a) and the compression regulating valve group (B) are alternately arranged on the same circumferential line, and one compression regulating valve group (B) is arranged between two extension regulating valve groups (a).
5. The rail train design method according to claim 4, wherein the number of the extension regulating valve group (A) and the number of the compression regulating valve group (B) are three, the opening rigidity of the three extension regulating valve groups (A) are different, the opening rigidity of the three compression regulating valve groups (B) are different, the three extension regulating valve groups (A) are uniformly distributed along the circumferential direction of the piston (3) from small to large according to the opening rigidity, and the three compression regulating valve groups (B) are uniformly distributed along the circumferential direction of the piston (3) from small to large according to the opening rigidity.
6. The rail train design method according to claim 4, wherein the extension regulating valve group (A) and the compression regulating valve group (B) each comprise a regulating screw (13), a regulating nut (14) which is sleeved on the regulating screw (13) in a threaded fit manner, a regulating spring (15) which is sleeved on the regulating screw (13) and is positioned above the regulating nut (14), and a regulating valve plate (16) which is sleeved on the regulating screw (13), the piston (3) is provided with a valve hole (31) corresponding to the extension regulating valve group (A) and the compression regulating valve group (B), the regulating screw (13) penetrates through the valve hole (31), the regulating spring (15) is compressed between the regulating nut (14) and a radial annular wall (31.1) of the valve hole (31), and the regulating valve plate (16) is clamped between the head of the regulating screw (13) and the end face of the piston (3), the head of an adjusting screw (13) of the extension adjusting valve group (A) is positioned in the rear cavity (II), and the head of an adjusting screw (13) of the compression adjusting valve group (B) is positioned in the front cavity (I).
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| CN201810369500.0A CN108518443B (en) | 2018-04-24 | 2018-04-24 | Variable-damping snake-shaped oil pressure resistant shock absorber, rail train and design method of variable-damping snake-shaped oil pressure resistant shock absorber |
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| CN201810369500.0A CN108518443B (en) | 2018-04-24 | 2018-04-24 | Variable-damping snake-shaped oil pressure resistant shock absorber, rail train and design method of variable-damping snake-shaped oil pressure resistant shock absorber |
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| CN111022554B (en) * | 2019-12-19 | 2021-07-30 | 湖南联诚轨道装备有限公司 | Thread damping piston |
| RU2750314C1 (en) * | 2020-12-14 | 2021-06-25 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Волгоградский государственный технический университет" (ВолгГТУ) | Shock absorber |
| RU2750312C1 (en) * | 2020-12-14 | 2021-06-25 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Волгоградский государственный технический университет" (ВолгГТУ) | Shock absorber |
| CN114352672B (en) * | 2021-12-15 | 2023-11-03 | 湖南联诚轨道装备有限公司 | Stroke-related variable damping transverse oil pressure shock absorber and design method thereof |
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