CN110374950B

CN110374950B - Oil way control method and oil way structure of shock absorber, shock absorber and vehicle

Info

Publication number: CN110374950B
Application number: CN201910537046.XA
Authority: CN
Inventors: 曹洪勇; 王旭; 张振先; 孔海朋; 曹晓宁
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2019-06-20
Filing date: 2019-06-20
Publication date: 2021-02-09
Anticipated expiration: 2039-06-20
Also published as: CN110374950A

Abstract

The invention relates to the technical field of shock absorbers, in particular to an oil way control method and an oil way structure of a shock absorber, the shock absorber and a vehicle. In the oil circuit structure of the shock absorber, a piston reciprocates in the hydraulic cylinder to divide the interior of the hydraulic cylinder into the rod cylinder and the rodless cylinder, a driving oil circuit and an overflow oil circuit are connected in parallel between a pressure oil tank and the rod cylinder, a first branch circuit and an oil supplementing branch circuit are connected in parallel between the pressure oil tank and the rodless cylinder, a second branch circuit is positioned outside the hydraulic cylinder and connected between the rod cylinder and the rodless cylinder, and a third branch circuit is positioned in the hydraulic cylinder and connected between the rod cylinder and the rodless cylinder. The oil circuit structure can realize at least two control modes, specifically comprises a full-active mode and a semi-active mode, can enable the shock absorber to carry out real-time self-adaptive adjustment, and can adjust the damping force of the hydraulic cylinder in real time through oil circuit control, so that the overall performance of the vehicle can reach the optimal state under various driving conditions.

Description

Oil way control method and oil way structure of shock absorber, shock absorber and vehicle

Technical Field

The invention relates to the technical field of shock absorbers, in particular to an oil way control method and an oil way structure of a shock absorber, the shock absorber and a vehicle.

Background

During the running process of the rail transit vehicle, vibration can be generated due to rail excitation, snake motion self-excitation side wind excitation and the like. When the vibration reaches a certain degree, the safety, the comfort and the service life of the running of the vehicle are greatly influenced. For this reason, rail rolling stock is almost always fitted with vibration dampers during use to counteract the vibrations of the stock.

The high-speed motor train unit is usually excited by a track, self-excitation of snaking motion, cross wind excitation and the like to cause vehicle body resonance in operation, so that vehicle shaking phenomena such as shaking head vibration, transverse moving vibration, upper center swinging vibration, lower center swinging vibration and the like can occur, and the comfort degree is seriously influenced.

Traditional passive shock absorber can't carry out self-adaptation regulation after leaving the factory, leads to shaking the car phenomenon and can not obtain fine solution. The existing active shock absorber is too complex in the aspect of a control system, is low in reliability and cannot solve the problem of poor running stability of a vehicle when the vehicle passes through a curve; on the other hand, in the existing active shock absorber or shock absorption system, the control system does not consider the problem of rolling vibration of the vehicle body during design, so that the existing active shock absorber cannot well play a shock absorption role.

Disclosure of Invention

Technical problem to be solved

The embodiment of the invention provides an oil way control method and an oil way structure of a shock absorber, the shock absorber and a vehicle, and aims to solve the problems that an existing active shock absorber is too complex in control system aspect, low in reliability and poor in running stability when the vehicle passes through a curve.

(II) technical scheme

In order to solve the technical problem, the invention provides an oil path structure of a shock absorber, which comprises a hydraulic cylinder and a piston, wherein the piston reciprocates in the hydraulic cylinder to divide the interior of the hydraulic cylinder into a rod cylinder and a rodless cylinder.

In some embodiments, a driving pump is connected in series to the driving branch, and the driving pump is connected with a motor.

In some embodiments, a third check valve is connected in series to the driving branch, a proportional overflow valve is connected in series to the overflow branch, a first switch valve and a second switch valve are respectively connected in series to the first branch and the second branch, a first check valve is connected in series to the oil supply branch, and a second check valve is connected in series to the third branch.

In some embodiments, the oil path assembly further comprises an emergency branch, the emergency branch is connected in parallel between the pressure oil tank and the rod cylinder, and the emergency branch is connected in parallel with a throttle valve and a safety overflow valve.

The invention also provides a shock absorber, which comprises a lower oil circuit block and the oil circuit structure of the shock absorber, wherein the lower oil circuit block is fixed at the bottom of the hydraulic cylinder of the oil circuit structure, the pressure oil tank and the oil circuit of the oil circuit structure are respectively integrated in the lower oil circuit block, and a driving pump and a motor are respectively fixed on two sides of the lower oil circuit block.

In some embodiments, a connecting seat is fixed at one end of the hydraulic cylinder, the lower oil path block is fixed at the bottom of the connecting seat, and a first switch valve, a second switch valve and a proportional overflow valve are respectively arranged on the lower oil path block.

In some embodiments, the piston includes a piston body and a piston rod, one end of the piston rod extends into the hydraulic cylinder from an end portion of the hydraulic cylinder, which is far away from the connecting seat, and the piston body is connected to the end portion of the piston rod and can reciprocate in the hydraulic cylinder under the driving of the piston rod.

In some embodiments, a rear seat is arranged at one end of the piston rod, which is far away from the hydraulic cylinder, and a telescopic dust cover is connected between the rear seat of the piston rod and the hydraulic cylinder.

In some embodiments, the end of the hydraulic cylinder with the connecting seat and the rear seat of the piston rod are respectively provided with a mounting seat connecting piece.

In some embodiments, the shock absorber further comprises an upper oil path block, the upper oil path block is fixed to the top of the hydraulic cylinder, and the upper oil path block is provided with a safety overflow valve and a stop valve respectively.

The invention also provides a vehicle comprising at least one shock absorber as described above.

The invention also provides an oil way control method of the shock absorber, which is provided based on the oil way structure of the shock absorber, and the method comprises the following steps:

the control modes of the oil way structure comprise a full-active mode, a semi-active mode and a passive mode;

when the oil circuit structure is switched to a full-active mode, the driving oil circuit and the overflow oil circuit are started simultaneously;

when the oil circuit structure is switched to a semi-active mode, the overflow oil circuit is started, and the driving oil circuit is not started;

when the oil circuit structure is switched to a passive mode, the driving oil circuit and the overflow oil circuit are not started.

(III) advantageous effects

The technical scheme of the invention has the following beneficial effects: in the oil circuit structure of the shock absorber, a piston reciprocates in the hydraulic cylinder to divide the interior of the hydraulic cylinder into a rod cylinder and a rodless cylinder, a driving oil circuit and an overflow oil circuit are connected in parallel between a pressure oil tank and the rod cylinder, a first branch circuit and an oil supplementing branch circuit are connected in parallel between the pressure oil tank and the rodless cylinder, a second branch circuit is positioned outside the hydraulic cylinder and connected between the rod cylinder and the rodless cylinder, and a third branch circuit is positioned in the hydraulic cylinder and connected between the rod cylinder and the rodless cylinder. The oil circuit structure can realize at least two control modes, specifically comprises a full-active mode and a semi-active mode, can enable the shock absorber to carry out real-time self-adaptive adjustment, and can control the damping force of the hydraulic cylinder to be adjusted in real time through the oil circuit, so that the overall performance of the vehicle can reach the optimal state under various driving conditions, and particularly when the vehicle drives in a curve, the shock absorber can carry out the active self-adaptive adjustment, thereby greatly improving the stability of the curve operation and effectively solving the problem of the side roll vibration of the vehicle body.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic structural view of a shock absorber in accordance with an embodiment of the present invention;

FIG. 2 is an oil passage control diagram of the shock absorber according to the embodiment of the present invention;

FIG. 3 is a sub-mode operating schematic diagram of the piston extension damping for the full active mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 4 is a schematic diagram of the sub-piston extension unloading sub-mode operation of the fully active mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 5 is a sub-mode operating schematic diagram of the piston retraction damping for the full active mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 6 is a schematic diagram of the sub-piston retraction unloading sub-mode of the fully active mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 7 is a sub-mode operating schematic diagram of the piston extension damping for the semi-active mode of the shock absorber in accordance with an embodiment of the present invention;

FIG. 8 is a schematic diagram of the sub-piston extension unloading sub-mode of the semi-active mode of the shock absorber in accordance with an embodiment of the present invention;

FIG. 9 is a sub-mode operating schematic diagram of the piston retraction damping sub-mode of the semi-active mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 10 is a schematic diagram of the sub-piston retraction unloading sub-mode of the semi-active mode of the shock absorber in accordance with an embodiment of the present invention;

FIG. 11 is a schematic diagram of the piston extension sub-mode of operation of the passive mode of the shock absorber in accordance with the embodiment of the present invention;

FIG. 12 is a piston retraction submode operational schematic diagram of the passive mode of the shock absorber in accordance with the embodiment of the present invention;

in the above figures:

1. a hydraulic cylinder; 2. a dust cover; 3. a mounting seat connecting piece; 4. a first on-off valve;

5. a second on-off valve; 6. a motor; 7. a proportional relief valve; 8. a lower oil path block;

9. a pipeline; 10. driving the pump; 11. oiling road blocks; 12. a safety overflow valve;

13. an electromagnetic on-off valve; 14. a piston; 15. a pressure oil tank; 16. a throttle valve;

17. a mandrel; 18. a first check valve; 19. a second one-way valve;

20. a third check valve; PA, rod cylinder; PB, rodless cylinder.

Detailed Description

The embodiments of the present invention will be described in further detail with reference to the drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.

In the description of the present invention, "a plurality" means two or more unless otherwise specified. The terms "upper", "lower", "left", "right", "inner", "outer", "front", "rear", "head", "tail", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the invention. Furthermore, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In a first aspect, the present embodiment provides an oil path structure of a shock absorber and an oil path control method of the oil path structure.

The oil circuit structure provided by the embodiment can realize at least two control modes. The control mode specifically comprises but is not limited to a full-active mode and a semi-active mode, the shock absorber can be subjected to real-time self-adaptive adjustment, the damping force of the hydraulic cylinder 1 is adjusted in real time through oil circuit control, so that the overall performance of the vehicle can reach the optimal state under various driving conditions, particularly when the vehicle drives in a curve, the shock absorber can be subjected to active self-adaptive adjustment, the curve running stability is greatly improved, and the problem of side rolling vibration of a vehicle body can be effectively solved.

Specifically, as shown in fig. 1 and 2, the oil path structure of the shock absorber of the present invention includes a hydraulic cylinder 1, a piston 14, a pressure oil tank 15, and an oil path. The arrangement of the oil circuit structure can solve the problems that the head shaking vibration, the transverse vibration, the upper center swinging vibration, the lower center swinging vibration and the like of a high-speed train caused by factors such as track irregularity excitation, transverse wind excitation and the like, the traditional passive vibration absorber cannot adaptively adjust vibration reduction parameters according to line conditions, and the comfort level of the train in different running states can be further improved.

The hydraulic cylinder 1 of the present embodiment is connected between a bogie and a vehicle body for providing a vibration damping force to the vehicle body during running of the vehicle. The piston 14 reciprocates inside the hydraulic cylinder 1 to divide the inside of the hydraulic cylinder 1 into a rod cylinder PA and a rodless cylinder PB. The direction in which the piston 14 is pulled out from the inside of the hydraulic cylinder 1 is taken as the extending direction, and the left side as shown in fig. 2 to 12 is taken as the extending direction; the direction in which the piston 14 extends into the interior of the cylinder 1 is the retracting direction, and the right side as viewed in fig. 2 to 12 is the retracting direction. When the piston 14 reciprocates in the extending direction and the retracting direction, the oil in the oil path component is changed in various ways, so that the hydraulic cylinder 1 can be further switched between different sub-modes in the full-active mode and the semi-active mode respectively. Specifically, the fully active mode and the semi-active mode of the hydraulic cylinder 1 respectively include a damping sub-mode and an unloading sub-mode. The specific working process of each mode is decomposed in detail later.

In this embodiment, the oil path includes, but is not limited to, a driving oil path, an overflow oil path, and a plurality of branches for oil supplement or backflow. Specifically, the plurality of branches of this embodiment include first branch, second branch, third branch and the branch of moisturizing oil.

The first branch and the oil supplementing branch are connected in parallel between the pressure oil tank 15 and the rodless cylinder PB, preferably, the first branch is connected with the first switch valve 4 in series, and the oil supplementing branch is connected with the first check valve 18 in series. The second branch is located outside the hydraulic cylinder 1 and connected between the rod cylinder PA and the rodless cylinder PB, and preferably a second switching valve 5 is connected in series to the second branch. Book (I)In the embodiment, the first switch valve 4 and the second switch valve 5 are both switching valves, and have two working states of on and off.The on-off state of the switching valve is controlled by a control signal The polarity control can be carried out, high-speed switching can be carried out, and the damping force and the finger can be exerted under the full-active mode or the semi-active mode of the shock absorber So that the signal can be accurately tracked.

The third branch is located inside the hydraulic cylinder 1 and connected between the rod cylinder PA and the rodless cylinder PB, and preferably a second check valve 19 is connected in series to the third branch. The driving oil path and the overflow oil path are connected in parallel between the pressure oil tank 15 and the rod cylinder PA, wherein the driving oil path is used as a driving source for providing constant hydraulic flow for the hydraulic cylinder 1 in a full-active mode, preferably, a third check valve 20 and a driving pump 10 are connected in series on the driving branch, the driving pump 10 is connected with a motor 6, and the motor 6 is started in the full-active mode to enable the driving pump 10 to generate hydraulic action in the driving oil path, so that oil is pumped into the rod cylinder PA from the pressure oil tank 15. The overflow oil way works in a full-active mode and a semi-active mode simultaneously, the hydraulic pressure of the overflow oil way can be controlled, so that damping force can be actively generated in the hydraulic cylinder 1, the proportional overflow valve 7 is preferably connected in series on the overflow branch, the overflow branch can be driven to work when the proportional overflow valve 7 works when being electrified, so that the damping force is actively generated, the proportional overflow valve 7 can also be used as a safety valve when the power is off, and the safety guarantee force for controlling the oil way of the hydraulic cylinder 1 is improved.

In this embodiment, the control mode of the oil path structure further includes a passive mode. When the oil circuit structure of the shock absorber is in a passive mode, the oil circuit structure is the same as that of the traditional passive shock absorber and cannot be adjusted in a self-adaptive mode, but the passive mode can be used as an emergency mode when the oil circuit structure is powered off, so that when a vehicle is in a dangerous state of power off, the shock absorber can still work normally, and the running safety of the vehicle is improved.

Specifically, in the oil circuit structure of this embodiment, the oil circuit is formed and is still included emergent branch road, and emergent branch road connects between pressure fuel tank 15 and have the pole jar PA, so emergent branch road, drive oil circuit and overflow oil circuit connect in parallel between pressure fuel tank 15 and have the pole jar PA jointly. The emergency branch is respectively connected with a throttle valve 16 and a safety overflow valve 12, and the throttle valve 16 and the safety overflow valve 12 are connected in parallel. The throttle valve 16 works in a passive mode, and when the oil circuit structure is powered off, the throttle valve 16 can generate damping force to ensure that the hydraulic cylinder 1 normally plays a role in vibration reduction, so that the vibration absorber generates a passive vibration reduction function.

Based on the oil path structure, the embodiment provides an oil path control method of the shock absorber. In this method, the control modes for the oil passage structure include at least two modes. Specifically, in the present embodiment, the control modes of the oil path structure include a full active mode, a semi-active mode, and a passive mode. When the oil circuit structure is switched to a full-active mode, the driving oil circuit and the overflow oil circuit are started simultaneously; when the oil circuit structure is switched to a semi-active mode, the overflow oil circuit is started, and the driving oil circuit is not started; when the oil circuit structure is switched to a passive mode, the driving oil circuit and the overflow oil circuit are not started.

The following is a detailed explanation of the three control modes of the oil passage structure according to the present embodiment.

(1) Fully active mode

As shown in fig. 3 to 6, when the oil path structure according to this embodiment is in the full active mode, the proportional relief valve 7, the first switch valve 4 and the second switch valve 5 are electrically operated, wherein the first switch valve 4 and the second switch valve 5 are adaptively switched between the on-off sub-mode and the on-off sub-mode according to the movement condition of the piston 14. The motor 6 and the drive pump 10 are always in a starting operation state, so that the oil in the pressure oil tank 15 outputs a constant flow into the rod cylinder PA of the hydraulic cylinder 1 through a drive oil path. The control of the damping force by the shock absorber in the fully active mode is smoother than in the semi-active mode due to the constant flow output provided by the drive pump 10.

The fully active mode described in this embodiment further includes the following four sub-modes:

fully active extension attenuation sub-mode

As shown in fig. 3, when the piston 14 in the hydraulic cylinder 1 extends in the extending direction in this sub mode, the motor 6 and the drive pump 10 are kept in the starting operation, and a constant flow rate is output to the rod chamber of the hydraulic cylinder 1, so that the drive oil path is in the operating state. The direction of movement of the piston rod is the extension direction and the direction of the force control command of the hydraulic cylinder 1 is the retraction direction, so that the extension movement of the piston rod is in a damped state.

The first switch valve 4 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work. Along with the extension of the piston rod, on one hand, the pressure oil tank 15 simultaneously supplies oil to the rodless cylinder PB through the oil supply branch and the first branch; on the other hand, the oil in the rod cylinder PA enters the overflow oil path and flows back to the pressure oil tank 15 through the proportional overflow valve 7. At this time, the relief pressure in the relief oil passage and the area of the piston 14 in the rod cylinder PA determine the magnitude of the damping force, and the direction of the damping force in this sub mode is the retracting direction, which is opposite to the disturbing direction (vibration direction).

In this sub-mode the throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The third branch is restricted by the flow direction of the second check valve 19 and is in a disconnected state, i.e., the oil in the rod cylinder PA and the oil in the rodless cylinder PB do not flow through the interior of the hydraulic cylinder 1. The second switch valve 5 is energized but switched to the off state so that no oil flows in the second branch.

② fully active extension unloading mode

As shown in fig. 4, when the piston 14 in the hydraulic cylinder 1 extends in the extending direction in this sub mode, the motor 6 and the drive pump 10 are kept in the starting operation, and a constant flow rate is output to the rod chamber of the hydraulic cylinder 1, so that the drive oil path is in the operating state. The second switch valve 5 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work.

With the extension of the piston rod, a part of oil in the rod cylinder PA enters the second branch and flows through the second switch valve 5 to be supplemented to the rodless cavity, and the other part of oil enters the overflow oil path and flows back to the pressure oil tank 15 after flowing through the proportional overflow valve 7. At this time, the pressure of the rod cylinder PA is equal to the pressure of the rodless cylinder PB, and the pressure is equal to the relief pressure of the proportional relief valve 7. Because the area of the piston 14 in the rodless cylinder PB is larger than that of the piston 14 in the rod cylinder PA, the moving direction of the piston rod is the extending direction at the moment, the output control command direction of the hydraulic cylinder 1 is also the extending direction, and the output of the hydraulic cylinder 1 can be adjusted through the proportional overflow valve 7. Therefore, in the full-active mode, the shock absorber can actively generate unloading force consistent with the disturbance direction during unloading, so that the shock absorber can work more smoothly.

In this sub-mode the throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The third branch is restricted by the flow direction of the second check valve 19 and is in a disconnected state, i.e., the oil in the rod cylinder PA and the oil in the rodless cylinder PB do not flow through the interior of the hydraulic cylinder 1. The oil supply branch is in the off state restricted by the flow direction of the first check valve 18. The first switching valve 4 is energized but switched to the off state so that no oil flows in the first branch.

③ full active retraction attenuation sub-mode

As shown in fig. 5, in this sub mode, when the piston 14 in the hydraulic cylinder 1 is retracted into the hydraulic cylinder 1 in the retraction direction, the motor 6 and the drive pump 10 are kept in the starting operation, and a constant flow rate is output to the rod chamber of the hydraulic cylinder 1, so that the drive oil path is in the operating state. The second switch valve 5 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work. The direction of movement of the piston rod is the retraction direction and the direction of the force control command of the hydraulic cylinder 1 is the extension direction, so that the retraction movement of the piston rod is in a damped state.

With the retraction of the piston rod, on one hand, a part of oil in the rodless cylinder PB enters a third branch circuit, flows through the second check valve 19 and then is supplemented into the rod cylinder PA, and on the other hand, the other part of oil enters a second branch circuit, flows through the second switch valve 5 and then is supplemented into the rod cylinder PA; on the other hand, the oil in the rod cylinder PA enters the overflow oil path and flows back to the pressure oil tank 15 through the proportional overflow valve 7. At this time, the relief pressure of the proportional relief valve 7, the area of the piston 14 in the rodless cylinder PB, and the area of the piston 14 in the rod cylinder PA together determine the magnitude of the damping force, and the direction of the damping force is the extension direction, which is opposite to the disturbance direction.

In this sub-mode the throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The oil supply branch is in the off state restricted by the flow direction of the first check valve 18. The first switching valve 4 is energized but switched to the off state so that no oil flows in the first branch.

Fourthly, full active retraction unloading sub-mode

As shown in fig. 6, in this sub mode, when the piston 14 in the hydraulic cylinder 1 is retracted into the hydraulic cylinder 1 in the retraction direction, the motor 6 and the drive pump 10 are kept in the starting operation, and a constant flow rate is output to the rod chamber of the hydraulic cylinder 1, so that the drive oil path is in the operating state. At this time, the output control command direction of the hydraulic cylinder 1 is the same as the movement direction of the piston rod, and both directions are retraction directions. The first switch valve 4 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work.

Along with the retraction of the piston rod, the oil in the rodless cylinder PB enters the first branch and flows back to the pressure oil tank 15 after passing through the first switch valve 4, and the oil in the rod cylinder PA enters the overflow oil path and flows back to the pressure oil tank 15 after passing through the proportional overflow valve 7. At this time, since the oil in the pressure oil tank 15 is pumped into the rod cylinder PA in the driving oil path, the oil pumped into the rod cylinder PA in the driving oil path can be regarded as the oil returning to the pressure oil tank 15 through the overflow oil path. Because the driving pump 10 pumps constant flow into the rod cylinder PA, when the hydraulic cylinder 1 retracts and unloads, the pressure in the rod cylinder PA is still controlled by the proportional relief valve 7, so that the force output direction of the hydraulic cylinder 1 is also the retraction direction, namely, the direction is consistent with the disturbance direction. Therefore, in the full-active mode, the shock absorber can actively generate unloading force consistent with the disturbance direction during unloading, so that the shock absorber can work more smoothly.

In this sub-mode the throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The third branch is restricted by the flow direction of the second check valve 19 and is in a disconnected state, i.e., the oil in the rod cylinder PA and the oil in the rodless cylinder PB do not flow through the interior of the hydraulic cylinder 1. The oil supply branch is in the off state restricted by the flow direction of the first check valve 18. The second switch valve 5 is energized but switched to the off state so that no oil flows in the second branch.

(2) Semi-active mode

As shown in fig. 7 to 10, when the oil path structure according to this embodiment is in the semi-active mode, the proportional relief valve 7, the first switch valve 4, and the second switch valve 5 are electrically operated, wherein the first switch valve 4 and the second switch valve 5 are adaptively switched between the on-off sub-mode and the on-off sub-mode according to the movement condition of the piston 14. The motor 6 and the drive pump 10 are both in a stopped state, i.e., the drive oil path is cut off. The throttle valve 16 is closed so that the emergency branch is shielded. In this mode, the relief pressure of the proportional relief valve 7 depends on the magnitude of the control command, and the opening and closing states of the respective open-close valves are controlled by the polarity of the control command.

The semi-active mode described in this embodiment further includes the following four sub-modes:

semi-active extension attenuation sub-mode

As shown in fig. 7, when the piston 14 in the hydraulic cylinder 1 extends in the extension direction in this sub mode, the output control command direction of the hydraulic cylinder 1 is the retraction direction, and the extension movement of the piston rod is in a damped state.

The first switch valve 4 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work. Along with the extension of the piston rod, on one hand, oil in the pressure oil tank 15 is supplemented into the rodless cylinder PB through the oil supplementing branch and the first branch; on the other hand, the oil in the rod cylinder PA enters the overflow oil path and flows back to the pressure oil tank 15 through the proportional overflow valve 7. At this time, the relief pressure in the relief oil passage and the area of the piston 14 in the rod cylinder PA determine the magnitude of the damping force, and the direction of the damping force in this sub mode is the retracting direction, which is opposite to the disturbing direction (vibration direction).

In this sub-mode, the motor 6 and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The third branch is restricted by the flow direction of the second check valve 19 and is in a disconnected state, i.e., the oil in the rod cylinder PA and the oil in the rodless cylinder PB do not flow through the interior of the hydraulic cylinder 1. The second switch valve 5 is energized but switched to the off state so that no oil flows in the second branch.

② semi-active extension unloading sub-mode

As shown in fig. 8, when the piston 14 in the hydraulic cylinder 1 extends in the extending direction in this sub mode, the second on-off valve 5 is energized and switched to the on state, and the proportional relief valve 7 is energized to operate.

Along with the extension of the piston rod, oil in the rod cylinder PA enters the second branch circuit and flows through the second switch valve 5 to be supplemented into the rodless cavity, but no oil is left in the proportional overflow valve 7, so that the overflow oil way does not generate damping force.

In addition, because the area of the piston 14 of the rodless cylinder PB is larger than that of the piston 14 of the rod cylinder PA, the volume of oil supplemented to the rodless cylinder PB by the rod cylinder PA is not enough to fill the rodless cavity, and the oil is still required to be supplemented to the rodless cylinder PB by the pressure oil tank 15 through an oil supplementing branch. The pressure of the rod cylinder PA is equal to the pressure of the rodless cylinder PB, which is equal to the relief pressure of the proportional relief valve 7. Because the area of the piston 14 in the rodless cylinder PB is larger than that of the piston 14 in the rod cylinder PA, the moving direction of the piston rod is the extending direction at the moment, the output control command direction of the hydraulic cylinder 1 is also the extending direction, and the output of the hydraulic cylinder 1 can be adjusted through the proportional overflow valve 7. At this time, the pressure of the rod cylinder PA, the pressure of the rodless cylinder PB, and the pressure in the pressure tank 15 are substantially equal, and since the pressure in the pressure tank 15 is small, the shock absorber can be considered to be in a state where the piston 14 is extended and unloaded at this time.

In this sub-mode, the motor 6 and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The third branch is restricted by the flow direction of the second check valve 19 and is in a disconnected state, i.e., the oil in the rod cylinder PA and the oil in the rodless cylinder PB do not flow through the interior of the hydraulic cylinder 1. The first switching valve 4 is energized but switched to the off state so that no oil flows in the first branch.

③ semi-active retraction attenuation mode

As shown in fig. 9, in this sub mode, when the piston 14 in the hydraulic cylinder 1 is retracted into the hydraulic cylinder 1 in the retraction direction, the second on-off valve 5 is energized and switched to the on state, and the proportional relief valve 7 is energized to operate. The direction of movement of the piston rod is the retraction direction and the direction of the force control command of the hydraulic cylinder 1 is the extension direction, so that the retraction movement of the piston rod is in a damped state.

With the retraction of the piston rod, on one hand, a part of oil in the rodless cylinder PB enters a third branch circuit, flows through the second check valve 19 and then is supplemented into the rod cylinder PA, and on the other hand, the other part of oil enters a second branch circuit, flows through the second switch valve 5 and then is supplemented into the rod cylinder PA; on the other hand, the oil in the rod cylinder PA enters the overflow oil path and flows back to the pressure oil tank 15 through the proportional overflow valve 7. Because the area of the piston 14 of the rodless cylinder PB is larger than that of the piston 14 of the rod cylinder PA, the volume of oil supplemented to the rod cylinder PA by the rodless cylinder PB is larger than that of oil to be supplemented in the rod cylinder PA, the redundant oil flows back to the pressure oil tank 15 through an overflow oil path, the damping force depends on the overflow pressure of the proportional overflow valve 7 on the overflow oil path, the area of the piston 14 of the rod cylinder PA and the area of the piston 14 of the rodless cylinder PB, and the direction of the damping force is the extension direction and is opposite to the disturbance direction.

In this sub-mode, the motor 6 and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The oil supply branch is in the off state restricted by the flow direction of the first check valve 18. The first switching valve 4 is energized but switched to the off state so that no oil flows in the first branch.

Semi-active retraction unloading sub-mode

As shown in fig. 10, when the piston 14 in the hydraulic cylinder 1 is retracted into the hydraulic cylinder 1 in the retraction direction in this sub mode, the direction of the output control command of the hydraulic cylinder 1 is the same as the direction of movement of the piston rod, and both directions are the retraction directions. In the sub-mode, the first switch valve 4 is electrified and switched to the on state, and the proportional overflow valve 7 is electrified to work.

With the retraction of the piston rod, a part of oil in the rodless cylinder PB enters the third branch, flows through the second check valve 19, is supplemented into the rod cylinder PA, and another part of oil enters the first branch, flows through the first switch valve 4, and flows back to the pressure oil tank 15. However, no oil is left in the proportional overflow valve 7, so that the overflow oil path does not generate damping force. At this time, the pressure of the rod cylinder PA, the pressure of the rodless cylinder PB, and the pressure in the pressure tank 15 are substantially equal, and since the pressure in the pressure tank 15 is small, the shock absorber can be considered to be in a state where the piston 14 is retracted and unloaded at this time.

In this sub-mode, the motor 6 and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The throttle valve 16 is closed, i.e. the emergency branch in the oil circuit arrangement is shielded from oil flow. The oil supply branch is in the off state restricted by the flow direction of the first check valve 18. The second switch valve 5 is energized but switched to the off state so that no oil flows in the second branch.

(3) Passive mode

As shown in fig. 11 and 12, when the oil path structure according to the present embodiment is in the passive mode, both the motor 6 and the drive pump 10 are in a stop state, that is, the drive oil path is disconnected. The proportional relief valve 7 is in a power-off state, that is, the relief oil path is in a normally-off state, and the proportional relief valve 7 in this mode is used only as a relief valve. The first and

second switching valves

4 and 5 are both in a de-energized state (i.e., a blocking state), and both the first and second branches are open.

In this sub-mode, the throttle valve 16 is opened, thereby enabling the emergency branch. In this mode, the magnitude of the damping force depends on the restriction of the fixed orifice and the maximum set pressure of the relief valve.

The passive mode described in the embodiments further includes the following two sub-modes:

sub-passive extension mode

As shown in fig. 11, when the piston 14 in the hydraulic cylinder 1 extends in the extension direction in this sub-mode, on one hand, the oil in the rod cylinder PA flows back to the pressure tank 15 through the emergency branch via the throttle valve 16, and the throttle valve 16 throttles the flowing oil and generates a damping force according to the throttling valve 16, wherein the magnitude of the damping force depends on the parameters of the throttle valve 16, the area of the piston 14 in the rod cylinder PA, and the magnitude of the disturbance speed. On the other hand, the oil in the pressure tank 15 enters the oil supply branch and passes through the first check valve 18 to be supplied to the rodless cylinder PB.

In this sub-mode, the motor 6 and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The proportional relief valve 7, the first switching valve 4 and the second switching valve 5 are all in a power-off state. The proportional overflow valve 7 is used as a safety valve, when the damping force is too large and exceeds a safety pressure value set by the proportional overflow valve 7, the proportional overflow valve 7 (used as the safety valve) is opened, and part of oil in the rod cylinder PA flows back to the pressure oil tank 15 through the proportional overflow valve 7, so that a shunting effect is achieved, and the whole oil circuit structure is ensured not to have an overload condition or generate too large interference force to influence the vibration reduction effect of the vibration absorber.

② passive retraction sub-mode

As shown in fig. 12, when the piston 14 in the hydraulic cylinder 1 extends in the extending direction in this sub mode, on the one hand, the oil in the rodless cylinder PB enters the third branch line, passes through the second check valve 19, and then is supplied to the rod cylinder PA. On the other hand, since the area of the piston 14 of the rodless cylinder PB is larger than that of the piston 14 of the rod cylinder PA, the volume of the oil supplemented to the rod cylinder PA by the rodless cylinder PB is larger than that of the oil to be supplemented by the rod cylinder PA, and the redundant oil in the rod cylinder PA flows into the emergency branch, passes through the throttle valve 16, and then flows back to the pressure oil tank 15. The magnitude of the damping force generated by the throttling action of the throttle valve 16 depends on the parameters of the throttle valve 16, the area of the piston 14 of the rod cylinder PA, the area of the piston 14 of the rodless cylinder PB and the magnitude of the disturbance velocity;

in this sub-mode, the motor 6, the drive motor 6, and the drive pump 10 are in a stopped state, and the drive oil path is in an open state. The proportional relief valve 7, the first switching valve 4 and the second switching valve 5 are all in a power-off state. The proportional overflow valve 7 is used as a safety valve, when the damping force is too large and exceeds a safety pressure value set by the proportional overflow valve 7, the proportional overflow valve 7 (used as the safety valve) is opened, and part of oil in the rod cylinder PA flows back to the pressure oil tank 15 through the proportional overflow valve 7, so that a shunting effect is achieved, and the phenomenon that the vibration damping effect of the vibration damper is influenced due to the overload condition or the too large interference force generated in the whole oil circuit structure is avoided.

As can be seen from the above, in the oil path structure of the present embodiment, the piston 14 is divided into ten sub-modes in total when performing the reciprocating motion. The operating states of the respective components in the three control modes are shown in table 1.

TABLE 1 oil circuit structure of vibration damper in three control modes

Therefore, in the passive mode of the oil circuit structure, the motor 6 and the proportional overflow valve 7 do not work, so that the damping force is not controllable and completely depends on the disturbance condition; in a semi-active mode, the proportional overflow valve 7 actively controls the magnitude of the damping force, but the control effect is limited; under the full-active mode, the motor 6 and the proportional overflow valve 7 work simultaneously, the damping force can be actively controlled, the vibration absorber can work smoothly, and the control effect is better than that of the semi-active mode.

In a second aspect, as shown in fig. 1, the shock absorber of the present embodiment includes the lower oil path block 8 and the oil path structure of the shock absorber described above. The lower oil path block 8 is fixed at the bottom of the hydraulic cylinder 1 of the oil path structure. The pressure oil tank 15 and the oil circuit in the oil circuit structure are respectively integrated in the lower oil circuit block 8. The driving pump 10 and the motor 6 in the oil path structure are respectively fixed on two sides of the lower oil path block 8. The oil paths in the lower oil path block 8 are intensively and respectively connected with the hydraulic cylinder 1, the pressure oil tank 15 and the driving pump 10 through a pipeline 9, and the driving pump 10 is connected with the motor 6 through a line. The oil way structure of the shock absorber is integrated in the lower oil way block 8, so that the overall structure of the shock absorber is simplified, and the structural reliability is improved.

The shock absorber of this embodiment still includes last oil circuit piece 11, goes up oil circuit piece 11 and fixes at the top of pneumatic cylinder 1, is equipped with safe overflow valve 12 and electromagnetic switch valve 13 on last oil circuit piece 11 respectively. In the oil circuit structure of the shock absorber, an emergency branch is integrated in the upper oil circuit block 11. The upper oil circuit block 11 integrates other oil circuits which may be contained in the oil circuit composition in the shock absorber, thereby further simplifying the overall structure of the shock absorber and improving the structural reliability.

In this embodiment, a connecting seat is fixed at one end of the hydraulic cylinder 1, a lower oil path block 8 is fixed at the bottom of the connecting seat, and a first switch valve 4, a second switch valve 5 and a proportional overflow valve 7 in an oil path structure are respectively and correspondingly installed on the lower oil path block 8.

In this embodiment, the piston 14 includes piston body and piston rod, and the tip of keeping away from the connecting seat on the pneumatic cylinder 1 of one end of piston rod stretches into the inside to pneumatic cylinder 1, and piston body connects the tip at the piston rod to can make reciprocating motion in the inside of pneumatic cylinder 1 under the drive of piston rod. The one end of keeping away from pneumatic cylinder 1 on the piston rod is equipped with the back seat, is connected with telescopic dust cover 2 between the back seat of piston rod and the pneumatic cylinder 1. The dust cover 2 can protect the hydraulic cylinder 1 and the piston 14, and prevent impurities from entering to influence the working safety of the hydraulic cylinder 1.

In this embodiment, the end portion of the connecting seat on the hydraulic cylinder 1 and the rear seat of the piston rod are respectively provided with the mounting seat connecting piece 3, the hydraulic cylinder 1 and the piston 14 are used as hydraulic cylinder components, and two ends of the hydraulic cylinder components are respectively connected with the mounting seats on the bogie and the vehicle body through the mounting seat connecting pieces 3, so that the shock absorber is integrally fixed on the vehicle. In order to facilitate the vibration transmission between the vibration absorber and the bogie and the vehicle body, the mounting connecting piece 3 comprises a connecting seat and a mandrel 17, the end part of the connecting seat is fixed on the end part of the hydraulic cylinder assembly, the center of the connecting seat is provided with a shaft hole, and the connecting seat is sleeved outside the mandrel 17 through the shaft hole so as to be connected with the mounting seats on the bogie and the vehicle body through the mandrel 17.

In a third aspect, the present embodiment also provides a vehicle including at least one shock absorber as described above. When the vehicle runs, the oil circuit structure of the shock absorber can be switched to a semi-active mode in a straight line running state, the oil circuit structure of the shock absorber is switched to a full-active mode in a curve running state, and the oil circuit structure of the shock absorber is switched to a passive mode in an emergency situation, so that the vehicle can be in an optimal running state in any state, and the optimal requirements for energy conservation and emission reduction are met in the running process.

The vehicle of the embodiment further includes a control system. The control system includes a control unit and an acceleration sensor. The hydraulic cylinder 1 of the shock absorber is arranged between a bogie and a vehicle body, the output of the hydraulic cylinder 1 is controlled by the driving pump 10 and each valve in an oil circuit structure of the shock absorber, and the control unit respectively sends corresponding control commands and driving commands to each valve and the driving pump 10 through a certain control algorithm according to real-time signals of an acceleration sensor arranged on the vehicle body, so that the damping force of the hydraulic cylinder 1 is adjusted in real time, and the overall performance of a vehicle is optimal under various driving conditions. The control system and the shock absorber of the vehicle adopt a separated design structure, and the reliability of the vehicle structure is effectively improved.

In summary, in the oil path structure of the shock absorber according to the present embodiment, the piston 14 reciprocates inside the hydraulic cylinder 1 to divide the inside of the hydraulic cylinder 1 into the rod cylinder PA and the rodless cylinder PB, the driving oil path and the overflow oil path are connected in parallel between the pressure oil tank 15 and the rod cylinder PA, the first branch and the oil supply branch are connected in parallel between the pressure oil tank 15 and the rodless cylinder PB, the second branch is located outside the hydraulic cylinder 1 and connected between the rod cylinder PA and the rodless cylinder PB, and the third branch is located inside the hydraulic cylinder 1 and connected between the rod cylinder PA and the rodless cylinder PB. The oil circuit structure can realize at least two control modes, specifically comprises a full-active mode and a semi-active mode, can enable the shock absorber to carry out real-time self-adaptive adjustment, and can control the damping force of the hydraulic cylinder 1 to be adjusted in real time through the oil circuit, so that the overall performance of a vehicle can reach the optimal state under various driving conditions, and particularly when the vehicle drives in a curve, the shock absorber can carry out the active self-adaptive adjustment, thereby greatly improving the stability of the curve operation, and effectively solving the problem of the side roll vibration of a vehicle body.

The embodiments of the present invention have been presented for purposes of illustration and description, and are not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated.

Claims

1. An oil circuit structure of a shock absorber comprises a hydraulic cylinder and a piston, wherein the piston reciprocates in the hydraulic cylinder to divide the interior of the hydraulic cylinder into a rod cylinder and a rodless cylinder;

the oil circuit assembly further comprises an emergency branch circuit, the emergency branch circuit is connected between the pressure oil tank and the rod cylinder, the emergency branch circuit, the driving oil circuit and the overflow oil circuit are connected in parallel, the emergency branch circuit is respectively connected with a throttle valve and a safety overflow valve, and the throttle valve and the safety overflow valve are connected in parallel;

a driving pump is connected to the driving branch in series, the driving pump is connected with a motor, a third one-way valve is connected to the driving branch in series, a proportional overflow valve is connected to the overflow branch in series, a first switch valve and a second switch valve are respectively connected to the first branch and the second branch in series, a first one-way valve is connected to the oil supplementing branch in series, and a second one-way valve is connected to the third branch in series;

the oil circuit structure of the shock absorber comprises a full active mode, a semi-active mode and a passive mode;

in the full-active mode and the semi-active mode, the emergency branch is shielded, and the damping force of the oil path structure is related to the overflow pressure of the proportional overflow valve;

in the passive mode, when the damping force is too large and exceeds a safety pressure value set by the proportional overflow valve, the proportional overflow valve is passively opened, and part of oil in the rod cylinder flows back to a pressure oil tank through the proportional overflow valve;

the passive mode comprises a passive extension sub-mode and a passive retraction sub-mode;

in the passive extension sub-mode, oil in the rod cylinder flows through the throttle valve through the emergency branch and then flows back to the pressure oil tank, the oil in the pressure oil tank enters the oil supplementing branch and is supplemented into the rodless cylinder through the first one-way valve, and damping force is generated through the throttling action of the throttle valve;

in the passive retraction sub-mode, oil in the rodless cylinder enters the third branch and is supplemented into the rod cylinder after passing through the second one-way valve, redundant oil in the rod cylinder enters the emergency branch and flows back to the pressure oil tank after passing through the throttle valve, and damping force is generated through the throttling action of the throttle valve.

2. A shock absorber comprising a lower oil path block and an oil path structure of the shock absorber according to claim 1, wherein the lower oil path block is fixed to the bottom of a hydraulic cylinder of the oil path structure, a pressure oil tank and an oil path component of the oil path structure are respectively integrated in the lower oil path block, and a drive pump and a motor are respectively fixed to both sides of the lower oil path block.

3. The shock absorber according to claim 2, wherein a connecting seat is fixed at one end of the hydraulic cylinder, the lower oil path block is fixed at the bottom of the connecting seat, and a first switch valve, a second switch valve and a proportional overflow valve are respectively arranged on the lower oil path block.

4. The shock absorber according to claim 3, wherein the piston comprises a piston body and a piston rod, one end of the piston rod extends into the hydraulic cylinder from the end of the hydraulic cylinder far away from the connecting seat, and the piston body is connected to the end of the piston rod and can reciprocate in the hydraulic cylinder under the driving of the piston rod.

5. The shock absorber according to claim 4, wherein a rear seat is provided at an end of said piston rod remote from said hydraulic cylinder, and a retractable dust cover is connected between said rear seat of said piston rod and said hydraulic cylinder.

6. The shock absorber according to claim 5, wherein the end of the hydraulic cylinder on which the connecting seat is provided and the rear seat of the piston rod are provided with mounting seat connectors, respectively.

7. The shock absorber according to claim 6, further comprising an upper oil path block fixed to the top of said hydraulic cylinder, said upper oil path block being provided with a safety relief valve and a shut-off valve, respectively.

8. A vehicle, characterized in that it comprises at least one shock absorber according to any one of claims 2 to 7.

9. An oil passage control method of a shock absorber, which is proposed based on the oil passage structure of the shock absorber as set forth in claim 1, the method comprising: