CN114852117B - Adjustable torsion bar system and anti-rolling method - Google Patents
Adjustable torsion bar system and anti-rolling method Download PDFInfo
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- CN114852117B CN114852117B CN202210466160.XA CN202210466160A CN114852117B CN 114852117 B CN114852117 B CN 114852117B CN 202210466160 A CN202210466160 A CN 202210466160A CN 114852117 B CN114852117 B CN 114852117B
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- 238000005096 rolling process Methods 0.000 title claims abstract description 106
- 238000000034 method Methods 0.000 title abstract description 12
- 239000007788 liquid Substances 0.000 claims abstract description 130
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 32
- 238000004904 shortening Methods 0.000 claims abstract description 15
- 230000009471 action Effects 0.000 claims description 10
- 238000004891 communication Methods 0.000 claims description 10
- 238000007789 sealing Methods 0.000 claims description 6
- 230000006835 compression Effects 0.000 claims description 3
- 238000007906 compression Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 7
- 238000009434 installation Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000008602 contraction Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- Engineering & Computer Science (AREA)
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- Vehicle Body Suspensions (AREA)
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Abstract
The utility model relates to an adjustable torsion bar system and an anti-rolling method, wherein the adjustable torsion bar system is composed of adjustable hydraulic connecting rods, and the characteristics of the hydraulic connecting rods are changed by controlling the flow of liquid medium, so that the length of the connecting rods is as follows: the characteristics of constant unidirectional follow-up extension or unidirectional follow-up shortening are maintained. Thereby enabling the anti-roll torsion bar system to provide: the bidirectional anti-side rolling moment or the unidirectional anti-side rolling moment can meet the safety driving requirements of the railway vehicle on different rails.
Description
Technical Field
The utility model relates to the technical field of railway vehicles, in particular to an adjustable torsion bar system and an anti-rolling method.
Background
As vehicle speed and ride comfort requirements continue to increase, existing vehicle suspension systems have difficulty meeting the safety and comfort requirements of a train passing through a curve at high speeds. The pendulum train can lead the car body to actively tilt and swing before the car reaches the curve, and the centrifugal force is balanced by the gravity of the car body on the curve, so that the safety and comfort problems during high-speed passing through the curve can be better solved compared with the traditional rail transit car.
The anti-rolling torsion bar is used for preventing the rolling of the railway vehicle caused by curves, strong wind and jolts and ensuring the driving safety. When the vehicle body is actively swaying, the anti-roll torsion bar can obstruct the active swaying of the vehicle body, so that improvement on the anti-roll torsion bar is needed.
When the railway vehicle runs on a straight line or a line with a large curvature radius, the anti-rolling torsion bar is required to provide bidirectional anti-rolling moment to prevent the vehicle body from rolling towards two sides; when the railway vehicle runs on a line with a small curvature radius, the railway vehicle can be matched with an empty spring system, so that the vehicle body tilts towards the inner side of the curve; but also can provide unidirectional anti-rolling moment to prevent the vehicle body from rolling towards the outer side of the curve. The anti-roll torsion bar is required to provide both a bidirectional anti-roll moment and a unidirectional anti-roll moment to meet the safe driving requirements of the railway vehicle on different rails.
Through patent search, the following patents are mainly related to the application:
1. the utility model relates to a method for adjusting the self-positioning of an anti-side rolling torsion bar, which is characterized in that the application number is 201910683078.0, the application date is 2019.07.26, the publication number is CN110329298A, the publication date is 2019.10.15, the name is a Chinese utility model patent of 'New Material science and technology Co., ltd in the Rollers age', the anti-side rolling torsion bar connecting rod is divided into two parts from the middle, and the two parts of the connecting rod are connected through a self-positioning adjusting device to form the anti-side rolling torsion bar connecting rod with the self-positioning adjusting device; the self-positioning adjusting device with the adjusting connecting rod length and the self-positioning adjusting device is arranged between the two parts of the connecting rod, and the two parts of the connecting rod are connected through the self-positioning adjusting device with the adjusting connecting rod length and the self-positioning adjusting device, so that the influence on the service life of the connecting rod node due to the relative position deviation of the upper connecting rod node and the lower connecting rod node of the adjustable vertical connecting rod in the loading process is avoided; meanwhile, the overhaul process of the product is optimized, and the lock nut can be replaced to finish product overhaul without adopting an additional tool. However, the connecting rod of the patent can only adjust the length during installation or maintenance, cannot realize real-time unidirectional follow-up adjustment of the length of the connecting rod, and cannot provide unidirectional anti-rolling moment.
2. The utility model relates to a real-time active adjusting method for the length of a connecting rod, which is named as an active anti-rolling torsion bar system, and a Chinese patent of China, which is applied to 'New Material science and technology Co., ltd', and which has the application number of '202011125612.5', the application date of '2020.10.20', the publication number of 'CN 112158224A', and the publication date of '2021.01.01': the active adjusting device is additionally arranged on the connecting rod, so that the length of the connecting rod can be actively adjusted in real time according to the control instruction. Thereby solving the defects of fixed length and incapability of adjusting the traditional connecting rod. The utility model also relates to an active anti-roll torsion bar system: comprising the following steps: the connecting rod is provided with the ball screw mechanism, the length of the connecting rod can be quickly adjusted in real time according to a control instruction, so that the torsion bar generates torsional deformation, and further, anti-rolling moment is actively provided for a train body, active adjustment of the side rolling angle of the train body is realized, speed and safety of the train passing through a curve are improved, and running speed of the train is improved. However, the connecting rod of the patent can only actively adjust the length of the connecting rod, the length of the connecting rod can not realize unidirectional follow-up extension or unidirectional follow-up shortening, and unidirectional anti-rolling moment can not be provided.
3. The utility model relates to a method for passively adjusting the length of a connecting rod, which is named as a passive control torsion bar system, and Chinese patent application No. 202110004969.6, no. 2021.01.04, no. CN112644538A, no. 2021.04.13, and No. 5, new Material science and technology Co., ltd, which relates to the method for passively adjusting the length of the connecting rod: the passive adjusting device is additionally arranged on the connecting rod, so that the connecting rod can be switched between the loosening state and the locking state in real time according to the control instruction, and the length of the connecting rod can be adjusted or kept fixed. The utility model also relates to a passively controlled torsion bar system: comprising the following steps: the connecting rod is provided with a passive adjusting device, and can be switched between the loosening state and the locking state in real time according to a control instruction, so that the length of the connecting rod can be adjusted or kept fixed. When running on a straight line or a line with a large curvature radius of a vehicle, the length of the connecting rod is kept fixed, so that the torsion bar system plays a role of resisting side rolling of the traditional torsion bar; when the vehicle passes through a curve, the length of the connecting rod can freely stretch and retract along with the active tilting system so as to adjust the side roll angle of the vehicle body in cooperation with the tilting system. However, the connecting rod of the patent can only be switched between locking and free expansion, the length of the connecting rod can not realize unidirectional follow-up extension or unidirectional follow-up shortening, and unidirectional anti-rolling moment can not be provided.
4. The utility model patent with the application number of '201621408157.9', the application date of '2016.12.21', the publication number of 'CN 206265060U', the publication date of '2017.06.20', the name of 'an adjustable anti-side rolling torsion bar connecting rod', the application person of 'Nanjing Rainbow New technology Co., ltd', discloses an adjustable anti-side rolling torsion bar connecting rod which comprises a connecting rod shaft, a connecting rod joint, a joint bearing, a check ring and the like; the two ends of the connecting rod shaft are connected with joint bearings; the side surfaces of the two ends of the connecting rod shaft comprise connecting rod inner holes and inner hole grooves, check rings are arranged in the inner hole grooves, and the knuckle bearings are inserted into the connecting rod inner holes. The connecting rod shaft is also provided with a connecting rod connector which is arranged at one end of the connecting rod. However, the connecting rod of the patent can only adjust the length during installation or maintenance, cannot realize real-time unidirectional follow-up adjustment of the length of the connecting rod, and cannot provide unidirectional anti-rolling moment.
5. The utility model discloses an anti-rolling torsion bar device for a vertical connecting rod of a linear motor vehicle, which comprises a torsion bar shaft, a torsion arm, a supporting seat component and a vertical connecting rod component, wherein the vertical connecting rod component comprises a left-handed ball head, a vertical connecting rod and a right-handed ball head, and the upper end and the lower end of the vertical connecting rod are respectively provided with a tubular shape with internal threads, and the internal threads at the two ends of the vertical connecting rod are opposite in rotation direction; the left-handed ball head and the right-handed ball head are respectively connected with the upper end and the lower end of the vertical connecting rod in a threaded connection mode. However, the connecting rod of the patent can only adjust the length during installation or maintenance, cannot realize real-time unidirectional follow-up adjustment of the length of the connecting rod, and cannot provide unidirectional anti-rolling moment.
However, the above patent is different from the technical solution of the present application, and the length of the connecting rod cannot realize real-time unidirectional follow-up adjustment, and cannot provide unidirectional anti-rolling moment.
Disclosure of Invention
The utility model aims to overcome the defects in the prior art and provides an adjustable torsion bar system and an anti-rolling method.
In order to solve the technical problems, the utility model adopts the following technical scheme: an adjustable torsion bar system comprising: the torsion bar is fixed on the bogie/car body, two ends of the torsion bar are respectively hinged with one ends of the left connecting rod and the right connecting rod, and the other ends of the left connecting rod and the right connecting rod are respectively hinged with two sides of the car body/bogie. The left connecting rod and the right connecting rod are adjustable hydraulic connecting rods, and the length of each connecting rod can be as follows: the torsion bar system is switched between the constant, unidirectional follow-up extension state and the unidirectional follow-up shortening state, so that the torsion bar system provides bidirectional rolling moment resistance or unidirectional rolling moment resistance. So as to meet the safety driving requirements of the railway vehicles on different rails.
Further, the hydraulic link includes: the piston is movably arranged in the rod body and divides the rod body into a first liquid cavity and a second liquid cavity, and the first liquid cavity and the second liquid cavity are filled with liquid medium; the first liquid cavity is communicated with the second liquid cavity or disconnected from the first liquid cavity through the control part and the flow channel, so that the length of the connecting rod is realized: the hydraulic connecting rod is kept unchanged, freely stretches, and is stretched in a unidirectional follow-up mode or shortened in a unidirectional follow-up mode, so that the characteristics of the hydraulic connecting rod are changed.
Further, a first rod piece is arranged in the first liquid cavity, one end of the first rod piece is connected with one side of the piston, and the other end of the first rod piece penetrates through the first liquid cavity in a sealing mode; a rod piece II is arranged in the liquid cavity II, one end of the rod piece II is connected with the other side of the piston, and the other end of the rod piece II penetrates through the liquid cavity II in a sealing way; the first rod piece and the second rod piece are cylindrical, and the diameter of the first rod piece is the same as that of the second rod piece; the rod piece I and the rod piece II move along with the piston in the rod body; when the piston moves in the rod body, the reduced volume or the increased volume of the first liquid cavity is equal to the increased volume or the reduced volume of the second liquid cavity. The hydraulic connecting rod does not need a hydraulic station or an oil source, does not need other liquid storage containers, and has a simple structure and adjustable connecting rod length.
Further, the flow channel includes: a first flow passage and a second flow passage, the control part comprises: a straight-through valve and a one-way valve; the first flow passage is provided with a first straight-through valve and a first check valve, and liquid medium in the first liquid cavity can only flow to the second liquid cavity through the first check valve and the first straight-through valve; the second flow passage is provided with a second through valve and a second check valve, and liquid medium in the second liquid cavity can only flow to the first liquid cavity through the second check valve and the second through valve. The unidirectional follow-up extension or unidirectional follow-up shortening of the length of the connecting rod is realized by controlling the unidirectional flow of the liquid medium.
Further, when both the first and second through valves are disconnected, the link length remains unchanged, enabling the torsion bar system to provide bi-directional anti-roll torque.
Further, when the first through valve is communicated and the second through valve is disconnected, the liquid medium in the first liquid cavity can only flow to the second liquid cavity through the first flow channel, the liquid medium in the second liquid cavity cannot flow to the first liquid cavity, and the length of the connecting rod is freely extended under the action of tensile force; when the tension is converted into the compression, the length of the connecting rod is kept unchanged, and the hydraulic connecting rod is in a unidirectional follow-up extension state.
Further, when the first through valve is disconnected and the second through valve is communicated, the liquid medium in the second liquid cavity can only flow to the first liquid cavity through the second flow channel, the liquid medium in the first liquid cavity can not flow to the second liquid cavity, and the length of the connecting rod is freely shortened under the action of pressure; when the pressure is converted into the tension, the length of the connecting rod is kept unchanged, and the hydraulic connecting rod is in a unidirectional follow-up shortening state.
The application also relates to an anti-roll method: when the railway vehicle runs on a straight rail or the vehicle does not need to actively tilt and swing, the adjustable torsion bar system is controlled to be in a bidirectional anti-side rolling state, and the adjustable torsion bar system provides bidirectional anti-side rolling moment; when the railway vehicle needs to actively tilt and swing, the adjustable torsion bar system is controlled to be in a unidirectional anti-rolling state, and the adjustable torsion bar system does not obstruct the railway vehicle from tilting towards the inner side of the curve; once the railway vehicle has a rolling trend towards the outer side of the curve, the adjustable torsion bar system provides unidirectional anti-rolling moment to prevent the railway vehicle from rolling towards the outer side of the curve, so that driving safety is ensured.
Further, when the railway vehicle runs on a straight line, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; the first right through valve and the second right through valve are controlled to be in a disconnected state, and the length of the right connecting rod is kept unchanged; the adjustable torsion bar system provides a bi-directional anti-roll moment at this point.
Further, when the railway vehicle is driven into the left turn alleviation curve, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; or the first left straight-through valve is controlled to be in a disconnection state, the second left straight-through valve is controlled to be in a connection state, and the left connecting rod is controlled to be in a unidirectional follow-up shrinkage state; the first right through valve is controlled to be in a communication state, the second right through valve is controlled to be in a disconnection state, and the right connecting rod is controlled to be in a unidirectional follow-up extension state; at the moment, the adjustable torsion bar system does not prevent the rail vehicle from tilting left, only provides right anti-rolling moment, and prevents the rail vehicle from rolling right;
when the railway vehicle runs on the left turning curve, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; the first right through valve and the second right through valve are controlled to be in a disconnected state, and the length of the right connecting rod is kept unchanged; the adjustable torsion bar system provides bidirectional anti-rolling moment to prevent the railway vehicle from bidirectional rolling;
when the railway vehicle runs out of the left turning curve and enters the left turning alleviation curve, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; or the first left straight-through valve is controlled to be in a communication state, the second left straight-through valve is controlled to be in a disconnection state, and the left connecting rod is controlled to be in a unidirectional follow-up extension state; the first right through valve is controlled to be in an off state, the second right through valve is controlled to be in a communication state, the right connecting rod is in a unidirectional follow-up shrinkage state, and at the moment, the adjustable torsion bar system only provides left anti-rolling moment to prevent the rail vehicle from rolling leftwards; the rail vehicle is not prevented from being restored to the horizontal state from the left-leaning swing state;
when the rail vehicle runs out of the left turn alleviation curve and enters a straight line, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; the right straight-through valve I and the right straight-through valve II are controlled to be in a disconnected state, the length of the right connecting rod is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment.
When the railway vehicle is driven into the right turn alleviation curve, the left straight-through valve I is controlled to be in a communication state, the left straight-through valve II is controlled to be in a disconnection state, and the left connecting rod is controlled to be in a unidirectional follow-up extension state; the first right through valve and the second right through valve are controlled to be in a disconnected state, and the length of the right connecting rod is kept unchanged; or the first right straight-through valve is controlled to be in a disconnection state, the second right straight-through valve is controlled to be in a connection state, and the right connecting rod is controlled to be in a unidirectional follow-up shrinkage state; at the moment, the adjustable torsion bar system does not prevent the rail vehicle from tilting rightwards, only provides left anti-rolling moment, and prevents the rail vehicle from rolling leftwards;
when the rail vehicle runs on a right turning curve, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; the first right through valve and the second right through valve are controlled to be in a disconnected state, and the length of the right connecting rod is kept unchanged; the adjustable torsion bar system provides bidirectional anti-rolling moment to prevent the railway vehicle from bidirectional rolling;
when the rail vehicle runs out of the right turning curve and enters the right turning alleviation curve, the first left straight-through valve is controlled to be in a disconnected state, the second left straight-through valve is controlled to be in a communicated state, and the left connecting rod is controlled to be in a unidirectional follow-up shrinkage state; the first right through valve and the second right through valve are controlled to be in a disconnected state, and the length of the right connecting rod is kept unchanged; or the first left straight-through valve is controlled to be in a communication state, the second left straight-through valve is controlled to be in a disconnection state, and the left connecting rod is controlled to be in a unidirectional follow-up extension state; at the moment, the adjustable torsion bar system only provides right-direction anti-rolling moment to prevent the rail vehicle from rolling to the right; the rail vehicle is not prevented from being restored to the horizontal state from the right tilting state;
when the rail vehicle runs out of the right turn alleviation curve and enters a straight line, the left straight-through valve I and the left straight-through valve II are controlled to be in a disconnected state, and the length of the left connecting rod is kept unchanged; the right straight-through valve I and the right straight-through valve II are controlled to be in a disconnected state, the length of the right connecting rod is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment.
The beneficial effects of the utility model are as follows: by employing an adjustable hydraulic link to make up an adjustable torsion bar system, the characteristics of the hydraulic link are changed by controlling the flow of the liquid medium such that the link length has: the characteristics of constant unidirectional follow-up extension or unidirectional follow-up shortening are maintained. Thereby enabling the anti-roll torsion bar system to provide: the bidirectional anti-side rolling moment or the unidirectional anti-side rolling moment can meet the safety driving requirements of the railway vehicle on different rails.
Drawings
Figure 1 is a schematic view of a torsion bar system,
figure 2 is a schematic view of the hydraulic link with a fixed length,
figure 3 is a schematic diagram I of the hydraulic connecting rod during unidirectional follow-up extension,
figure 4 is a second schematic diagram of the hydraulic connecting rod during unidirectional follow-up extension,
figure 5 is a schematic diagram III of the hydraulic connecting rod during unidirectional follow-up extension,
figure 6 is a schematic diagram I of the hydraulic connecting rod during unidirectional follow-up shortening,
figure 7 is a schematic diagram II of the hydraulic connecting rod in one-way follow-up shortening,
figure 8 is a schematic diagram III of the hydraulic connecting rod during unidirectional follow-up shortening,
figure 9 is a schematic diagram of the adjustable torsion bar system beginning to tilt left,
figure 10 is a schematic view of the adjustable torsion bar system tilted to the left to a maximum angle,
figure 11 is a schematic view of the adjustable torsion bar system beginning to reset after tilting to the left,
figure 12 is a schematic view of the adjustable torsion bar system returning to a horizontal position after tilting to the left,
figure 13 is a schematic view of the adjustable torsion bar system tilted to the right to a maximum angle,
figure 14 is a schematic view of the adjustable torsion bar system beginning to reset after tilting to the right,
FIG. 15 is a schematic view of the adjustable torsion bar system returning to a horizontal position after tilting right.
In the figure: 1-ball joint I, 2-rod I, 3-rod, 31-liquid cavity I, 32-liquid cavity II, 33-balance cavity, 4-piston, 5-rod II, 6-ball joint II, 7-runner I, 71-straight-through valve I, 72-one-way valve I, 8-runner II, 81-straight-through valve II and 82-one-way valve II; 10-left connecting rod, 171-left straight-through valve I, 181-straight-through valve II, 20-torsion bar, 30-right connecting rod, 371-right straight-through valve I, 372-right straight-through valve II; h 1-initial length of connecting rod, h 2-longest length of connecting rod, h 3-shortest length of connecting rod, U-direction of liquid flow and V-direction of following connecting rod.
Detailed Description
The utility model is further described below by means of specific embodiments in connection with the accompanying drawings:
an adjustable torsion bar system is shown in fig. 1, comprising: torsion bar 20, left connecting rod 10 and right connecting rod 30, torsion bar 20 is fixed on the bogie/automobile body, and torsion bar 20 both ends are articulated with left connecting rod 10 and right connecting rod 30's one end respectively, and left connecting rod 10 and right connecting rod 30's the other end is articulated with the both sides of automobile body/bogie respectively. The left connecting rod 10 and the right connecting rod 30 are adjustable hydraulic connecting rods, and the length of the connecting rods can be as follows: the torsion bar system is switched between the constant, unidirectional follow-up extension state and the unidirectional follow-up shortening state, so that the torsion bar system provides bidirectional rolling moment resistance or unidirectional rolling moment resistance. So as to meet the safety driving requirements of the railway vehicles on different rails.
The hydraulic link is as shown in fig. 2: a hydraulic link, comprising: the device comprises a first spherical hinge 1, a first rod member 2, a rod body 3, a piston 4, a second rod member 5, a second spherical hinge 6, a first runner 7 and a second runner 8, wherein a first through valve 71 and a first check valve 72 are arranged on the first runner 7, and a second through valve 81 and a second check valve 82 are arranged on the second runner 8.
The piston 4 is movably arranged in the rod body 3 to divide the rod body 3 into a first liquid cavity 31 and a second liquid cavity 32, and the first liquid cavity 31 and the second liquid cavity 32 are filled with liquid medium. A rod piece I2 is arranged in the liquid cavity I31, the rod piece I2 is in threaded connection with the piston 4, and the other end of the rod piece I2 penetrates through the liquid cavity I31 in a sealing manner; a rod piece II 5 is arranged in the liquid cavity II 32, the rod piece II 5 and the piston 4 are integrally formed, and the other end of the rod piece II 5 penetrates through the liquid cavity II 32 in a sealing way; the rod piece I2 and the rod piece II 5 are cylindrical, the rod piece I2 and the rod piece II 5 move in the rod body 3 along with the piston 4, and the diameter of the rod piece I2 is the same as that of the rod piece II 5. A balance cavity 33 is arranged in the rod body 3 along the moving direction of the piston 4, and the other end of the rod piece II 5 is movably arranged in the balance cavity 33; the balance chamber 33 communicates with the atmosphere through a vent hole.
The first liquid chamber 31 is communicated with the second liquid chamber 32 through the first flow channel 7 and the second flow channel 8, and when the piston 4 moves in the rod body 3, the liquid medium only flows between the first liquid chamber 31 and the second liquid chamber 32. The volume reduced or increased by the first liquid chamber 31 is equal to the volume increased or reduced by the second liquid chamber 32.
The first flow passage 7 is provided with a first through valve 71 and a first check valve 72, and the liquid medium in the first liquid chamber 31 can only flow to the second liquid chamber 32 through the first check valve 72 and the first through valve 71. The first through valve 71 is a normally closed solenoid valve. The through valve one 71 is integrally formed with the check valve one 72, and is mounted on the outer periphery of the rod body 3. The second flow passage 8 is provided with a second through valve 81 and a second check valve 82, and the second through valve 81 and the second check valve 82 are integrated and arranged on the periphery of the rod body 3. The liquid medium in the second liquid cavity 32 can only flow to the first liquid cavity 31 through the second check valve 82 and the second through valve 81, and the second through valve 81 adopts a normally closed electromagnetic valve.
The length of the connecting rod remains unchanged as shown in fig. 2: at this time, both the first through valve 71 and the second through valve 81 are opened, and the liquid medium cannot flow between the first liquid chamber 31 and the second liquid chamber 32. If the hydraulic link is under tension, the first rod 2 tends to move the piston 4 upwards. Because the liquid medium is almost incompressible, the pressure in the first liquid chamber 31 is increased sharply, the pressure in the second liquid chamber 32 is reduced to form negative pressure, the downward pressure difference is formed on two sides of the piston 4, the pressure difference acts on the piston 4 to form downward balance force, the downward balance force balances with the tensile force born by the hydraulic connecting rod, and the piston 4 cannot move, so that the length of the connecting rod is kept unchanged.
Conversely, if the hydraulic link is subjected to pressure, the first rod 2 tends to drive the piston 4 downwards. At this time, the pressure in the first liquid chamber 31 is reduced to form negative pressure, the pressure in the second liquid chamber 32 is increased sharply, the upward pressure difference is formed on the two sides of the piston 4, the pressure difference acts on the piston 4 to form upward balance force, the pressure balance force is balanced with the pressure born by the hydraulic connecting rod, and the piston 4 does not move, so that the length of the connecting rod is kept unchanged.
The connecting rod is as shown in figures 3 to 5 when being extended in a one-way follow-up way: the unidirectional follow-up extension of the connecting rod means that: the length of the connecting rod is freely stretched under the action of the tension, and when the tension is converted into the compression, the length of the connecting rod is kept unchanged. At this time, the first through valve 71 is on and the second through valve 81 is off. If the hydraulic link is under tension, the first rod 2 tends to move the piston 4 upwards. At this time, the pressure in the first liquid chamber 31 increases, and the pressure in the second liquid chamber 32 decreases to form a negative pressure. The liquid medium in the first liquid chamber 31 flows to the second liquid chamber 32 through the first check valve 72 and the first through valve 71, and the liquid medium flowing out of the first liquid chamber 31 is equal to the liquid medium flowing into the second liquid chamber 32, so that only a small pressure difference can be formed on two sides of the piston 4, and the piston 4 moves upwards. Under the action of the tensile force, the length of the connecting rod can be freely extended. If the tensile force applied by the hydraulic link is converted into a compressive force, the second through valve 81 is opened, and the liquid medium in the second liquid chamber 32 cannot flow to the first liquid chamber 31. At this time, the pressure in the first liquid chamber 31 is reduced to form negative pressure, the pressure in the second liquid chamber 32 is increased sharply, an upward pressure difference is formed on two sides of the piston 4, the pressure difference acts on the piston 4 to form an upward balance force, the balance force is balanced with the pressure born by the hydraulic connecting rod, and the piston 4 cannot move. But the length of the connecting rod remains unchanged under the action of pressure.
The connecting rod unidirectional follow-up shortens as shown in fig. 6 to 8: the unidirectional following shortening of the connecting rod means that: the length of the connecting rod is freely shortened under the action of pressure, and when the pressure is converted into tension, the length of the connecting rod is kept unchanged. At this time, the first through valve 71 is opened and the second through valve 81 is closed. If the hydraulic link is subjected to pressure, the first rod 2 tends to drive the piston 4 downwards. At this time, the pressure in the first liquid chamber 31 is reduced to form a negative pressure, and the pressure in the second liquid chamber 32 is increased. The liquid medium in the second liquid cavity 32 flows to the first liquid cavity 31 through the second check valve 82 and the second through valve 81, and the liquid medium flowing out of the second liquid cavity 32 is equal to the liquid medium flowing into the first liquid cavity 31, so that only a small pressure difference is formed at two sides of the piston 4, and the piston 4 moves downwards. Under the action of the tensile force, the length of the connecting rod can be freely shortened. If the pressure applied by the hydraulic link is converted into a pulling force, the through valve 71 is opened, and the liquid medium in the first liquid chamber 31 cannot flow to the second liquid chamber 32. At this time, the pressure in the first liquid chamber 31 increases sharply, the pressure in the second liquid chamber 32 decreases to form negative pressure, the two sides of the piston 4 form downward pressure difference, the pressure difference acts on the piston 4 to form downward balance force, the downward balance force balances with the tensile force born by the hydraulic connecting rod, and the piston 4 cannot move. But the length of the connecting rod remains unchanged under the action of the tensile force.
The application also relates to an anti-rollback method employing an adjustable torsion bar system: when the railway vehicle runs on the straight rail, the adjustable torsion bar system is controlled to be in a bidirectional anti-rolling state, and the adjustable torsion bar system provides bidirectional anti-rolling moment; when the railway vehicle runs on the curved rail, the adjustable torsion bar system is controlled to be in a unidirectional anti-rolling state, and the adjustable torsion bar system does not obstruct the railway vehicle from inclining to the inner side of the curve; once the railway vehicle has a rolling trend towards the outer side of the curve, the adjustable torsion bar system provides unidirectional anti-rolling moment to prevent the railway vehicle from rolling towards the outer side of the curve, so that driving safety is ensured.
As shown in fig. 1: when the railway vehicle runs on the straight rail, the left straight-through valve 171 and the left straight-through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, and the length of the left connecting rod 10 is kept unchanged; the first right through valve 371 and the second right through valve 381 on the right connecting rod 30 are controlled to be in a disconnected state, and the length of the right connecting rod 30 is kept unchanged; at the moment, the adjustable torsion bar system provides bidirectional anti-rolling moment, and the adjustable torsion bar system can prevent the rolling of the railway vehicle and ensure the driving safety no matter the railway vehicle has a tendency of rolling leftwards or rightwards.
During left turn curve travel, the adjustable torsion bar system is as shown in fig. 9-12:
as shown in fig. 9 to 10: when the railway vehicle enters the left turn moderation curve, the lengths of the left connecting rod 10 and the right connecting rod 30 are equal at this time, and h1 is the same. The first left straight-through valve 171 and the second left straight-through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, and the length of the left connecting rod 10 is kept unchanged; or the left straight-through valve 171 on the left connecting rod 10 is controlled to be in a disconnection state, the left straight-through valve 181 is controlled to be in a connection state, and the left connecting rod 10 is controlled to be in a unidirectional follow-up shrinkage state; the right through valve 371 on the right connecting rod 30 is controlled to be in a connected state, the right through valve 381 is controlled to be in a disconnected state, and the right connecting rod 30 is controlled to be in a unidirectional follow-up extension state. The rail vehicle actively leans to the left to balance the centrifugal force. The length of the left connecting rod 10 in the adjustable torsion bar system is kept unchanged at the moment, or the left connecting rod is inclined and swung leftwards along with the railway vehicle to unidirectionally follow-up shrinkage; the right link 30 is extended with unidirectional follow-up along with the tilting of the rail vehicle to the left, and the adjustable torsion bar system is matched with the tilting of the rail vehicle to the left. The gravitational component after tilting is not yet sufficient to balance the centrifugal force. If the rail vehicle rolls to the right due to the influence of centrifugal force, transverse wind force or track unevenness, the left connecting rod 10 cannot be extended and the right connecting rod 30 cannot be compressed at this time, the torsion bar 20 is twisted, so that a unidirectional roll resisting moment for preventing the rail vehicle from rolling to the right is generated, and the rail vehicle is prevented from rolling to the right.
As shown in fig. 10: when the rail vehicle runs on the positive line of the left turning curve, the length of the left connecting rod 10 is kept at h1, or after shrinkage, the length of the left connecting rod is shortened from h1 to h3; after the right link 30 is extended, the length of the right link is extended from h1 to h2. At this time, the first left straight-through valve 171 and the second left straight-through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, so that the length of the left connecting rod 10 is kept unchanged; the first right through valve 371 and the second right through valve 381 on the right link 30 are controlled to be in the disconnected state, and the length of the right link is kept to be h2. At the moment, the adjustable torsion bar system provides bidirectional anti-rolling moment, and the adjustable torsion bar system can prevent the rolling of the railway vehicle and ensure the driving safety no matter the railway vehicle has a tendency of rolling leftwards or rightwards.
As shown in fig. 11 to 12: when the railway vehicle runs out of the left turning curve positive line and enters the left turning alleviation curve, the left straight-through valve 171 on the left connecting rod 10 is controlled to be in a communicating state, the left straight-through valve 181 is controlled to be in a disconnecting state, the left connecting rod 10 is controlled to be in a unidirectional follow-up extension state, the right straight-through valve 371 on the right connecting rod 30 is controlled to be in a disconnecting state, the right straight-through valve 381 is controlled to be in a communicating state, the right connecting rod 30 is controlled to be in a unidirectional follow-up contraction state, and at the moment, the adjustable torsion bar system only provides a leftward anti-rolling moment to prevent the railway vehicle from rolling leftwards; the rail vehicle is not hindered from returning from the left roll state to the horizontal state.
When the rail vehicle runs out of the left turn alleviation curve and enters a straight line, the left connecting rod 10 stretches, and the length of the left connecting rod stretches from h3 to h1; after the right link 30 is contracted, the length of the right link is shortened from h2 to h1. At this time, the left straight-through valve 171 and the left straight-through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, and the length of the left connecting rod 10 is kept unchanged; the right through valve one 371 and the right through valve two 381 on the right connecting rod 30 are controlled to be in a disconnected state, the length of the right connecting rod 30 is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment.
During right turn curve travel, the adjustable torsion bar system is as shown in fig. 12-15:
as shown in fig. 12 to 13: when the rail vehicle is driven into the right turn alleviation curve, the lengths of the left connecting rod 10 and the right connecting rod 30 are equal at the moment, and h1 is the length. The left straight-through valve 171 on the left connecting rod 10 is controlled to be in a communicating state, the left straight-through valve 181 is controlled to be in a disconnecting state, and the left connecting rod 10 is controlled to be in a unidirectional follow-up extending state; the first right through valve 371 and the second right through valve 381 on the right connecting rod 30 are controlled to be in a disconnected state, and the length of the right connecting rod 30 is kept unchanged; or the right straight-through valve 371 on the right connecting rod 30 is controlled to be in an off state, the right straight-through valve 381 is controlled to be in a on state, the right connecting rod 30 is in a unidirectional follow-up shrinkage state, and at the moment, the adjustable torsion bar system can not prevent the rail vehicle from tilting rightwards, only provides left anti-rolling moment, and prevents the rail vehicle from rolling leftwards.
As shown in fig. 13: when the rail vehicle runs on the right turning curve positive line, the left connecting rod 10 stretches, and then the length of the left connecting rod stretches from h1 to h2; the length of the right link 30 remains h1, or after contraction, the right link length shortens from h1 to h3. At this time, the first left through valve 171 and the second left through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, and the length of the left connecting rod 10 is kept to be h2; the first 371 and second 381 on the right link 30 are controlled to be in the disconnected state, keeping the length of the right link 30 unchanged. At the moment, the adjustable torsion bar system provides bidirectional anti-rolling moment, and the adjustable torsion bar system can prevent the rolling of the railway vehicle and ensure the driving safety no matter the railway vehicle has a tendency of rolling leftwards or rightwards.
As shown in fig. 14 to 15: when the railway vehicle runs out of the right-turn curve positive line and enters the right-turn moderating curve, the left straight-through valve 171 on the left connecting rod 10 is controlled to be in a disconnected state, the left straight-through valve 181 is controlled to be in a connected state, and the left connecting rod 10 is controlled to be in a unidirectional follow-up shrinkage state; the first right through valve 371 and the second right through valve 381 on the right connecting rod 30 are controlled to be in a disconnected state, and the length of the right connecting rod 30 is kept unchanged; or the right straight-through valve 371 is controlled to be in a communication state, the right straight-through valve 381 is controlled to be in a disconnection state, the right connecting rod 30 is in a unidirectional follow-up extension state, and at the moment, the adjustable torsion bar system only provides a right anti-rolling moment to prevent the rail vehicle from rolling to the right; the rail vehicle is not hindered from returning from the right-leaning swing state to the horizontal state.
When the rail vehicle runs out of the right turn alleviation curve and enters a straight line, the left connecting rod 10 is contracted, and the length of the left connecting rod is shortened from h2 to h1; the right link 30 remains h1 in length or extends from h3 to h1. At this time, the first left straight-through valve 171 and the second left straight-through valve 181 on the left connecting rod 10 are controlled to be in a disconnected state, so that the length of the left connecting rod 10 is kept unchanged; the first right through valve 371 and the second right through valve 381 on the right connecting rod 30 are controlled to be in a disconnected state, the length of the right connecting rod 30 is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment.
To sum up: the beneficial effects of the utility model are as follows: by employing an adjustable hydraulic link to make up an adjustable torsion bar system, the characteristics of the hydraulic link are changed by controlling the flow of the liquid medium such that the link length has: the characteristics of constant unidirectional follow-up extension or unidirectional follow-up shortening are maintained. Thereby enabling the anti-roll torsion bar system to provide: the bidirectional anti-side rolling moment or the unidirectional anti-side rolling moment can meet the safety driving requirements of the railway vehicle on different rails.
The above embodiments are only for illustrating the present utility model, not for limiting the present utility model, and various changes and modifications may be made by one skilled in the relevant art without departing from the spirit and scope of the present utility model, so that all equivalent technical solutions shall fall within the scope of the present utility model, which is defined by the claims.
Claims (8)
1. An anti-roll method, characterized in that: when the railway vehicle runs on a straight rail or the vehicle does not need to actively tilt and swing, the adjustable torsion bar system is controlled to be in a bidirectional anti-side rolling state, and the adjustable torsion bar system provides bidirectional anti-side rolling moment; when the railway vehicle needs to actively tilt and swing, the adjustable torsion bar system is controlled to be in a unidirectional anti-rolling state, and the adjustable torsion bar system does not obstruct the railway vehicle from tilting towards the inner side of the curve; once the rail vehicle has a tendency to roll out of the curve, the adjustable torsion bar system provides a unidirectional anti-roll moment to prevent the rail vehicle from rolling out of the curve;
when the railway vehicle runs on a straight line, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; the first right through valve (371) and the second right through valve (381) on the right connecting rod (30) are controlled to be in a disconnected state, and the length of the right connecting rod (30) is kept unchanged; the adjustable torsion bar system provides bidirectional anti-roll moment at the moment;
when the railway vehicle is driven into a left turn moderating curve, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; or the left straight-through valve I (171) is controlled to be in a disconnection state, the left straight-through valve II (181) is controlled to be in a connection state, and the left connecting rod (10) is controlled to be in a unidirectional follow-up shrinkage state; the right straight-through valve I (371) on the right connecting rod (30) is controlled to be in a communication state, the right straight-through valve II (381) is controlled to be in a disconnection state, and the right connecting rod (30) is controlled to be in a unidirectional follow-up extension state; at the moment, the adjustable torsion bar system does not prevent the rail vehicle from tilting left, only provides right anti-rolling moment, and prevents the rail vehicle from rolling right;
when the railway vehicle runs on a left turning curve, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; the first right through valve (371) and the second right through valve (381) on the right connecting rod (30) are controlled to be in a disconnected state, and the length of the right connecting rod (30) is kept unchanged; the adjustable torsion bar system provides bidirectional anti-rolling moment to prevent the railway vehicle from bidirectional rolling;
when the railway vehicle runs out of the left turning curve and enters the left turning alleviation curve, the left straight-through valve I (171) and the left straight-through valve II (181) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; or the left straight-through valve I (171) on the left connecting rod (10) is controlled to be in a communication state, the left straight-through valve II (181) is controlled to be in a disconnection state, and the left connecting rod (10) is controlled to be in a unidirectional follow-up extension state; the right straight-through valve I (371) on the right connecting rod (30) is controlled to be in a disconnected state, the right straight-through valve II (381) is controlled to be in a connected state, the right connecting rod (30) is in a unidirectional follow-up shrinkage state, and at the moment, the adjustable torsion bar system only provides a leftward rolling moment to prevent the rail vehicle from rolling leftwards; the rail vehicle is not prevented from being restored to the horizontal state from the left-leaning swing state;
when the rail vehicle runs out of the left turn alleviation curve and enters a straight line, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; the right straight-through valve I (371) and the right straight-through valve II (381) on the right connecting rod (30) are controlled to be in a disconnected state, the length of the right connecting rod (30) is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment;
when the railway vehicle is driven into a right turn alleviation curve, a left straight-through valve I (171) on a left connecting rod (10) is controlled to be in a communication state, a left straight-through valve II (181) is controlled to be in a disconnection state, and the left connecting rod (10) is controlled to be in a unidirectional follow-up extension state; the first right through valve (371) and the second right through valve (381) on the right connecting rod (30) are controlled to be in a disconnected state, and the length of the right connecting rod (30) is kept unchanged; or the right straight-through valve I (371) is controlled to be in a disconnection state, the right straight-through valve II (381) is controlled to be in a connection state, and the right connecting rod (30) is controlled to be in a unidirectional follow-up shrinkage state; at the moment, the adjustable torsion bar system does not prevent the rail vehicle from tilting rightwards, only provides left anti-rolling moment, and prevents the rail vehicle from rolling leftwards;
when the railway vehicle runs on a right turning curve, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; the first right through valve (371) and the second right through valve (381) on the right connecting rod (30) are controlled to be in a disconnected state, and the length of the right connecting rod (30) is kept unchanged; the adjustable torsion bar system provides bidirectional anti-rolling moment to prevent the railway vehicle from bidirectional rolling;
when the railway vehicle runs out of the right turning curve and enters the right turning alleviation curve, the left straight-through valve I (171) on the left connecting rod (10) is controlled to be in a disconnected state, the left straight-through valve II (181) is controlled to be in a connected state, and the left connecting rod (10) is controlled to be in a unidirectional follow-up shrinkage state; the first right through valve (371) and the second right through valve (381) on the right connecting rod (30) are controlled to be in a disconnected state, and the length of the right connecting rod (30) is kept unchanged; or the left straight-through valve I (171) on the left connecting rod (10) is controlled to be in a communication state, the left straight-through valve II (181) is controlled to be in a disconnection state, and the left connecting rod (10) is controlled to be in a unidirectional follow-up extension state; at the moment, the adjustable torsion bar system only provides right-direction anti-rolling moment to prevent the rail vehicle from rolling to the right; the rail vehicle is not prevented from being restored to the horizontal state from the right tilting state;
when the rail vehicle runs out of the right turn alleviation curve and enters a straight line, the left straight-through valve I (171) and the left straight-through valve II (181) on the left connecting rod (10) are controlled to be in a disconnected state, and the length of the left connecting rod (10) is kept unchanged; the right straight-through valve I (371) and the right straight-through valve II (381) on the right connecting rod (30) are controlled to be in a disconnected state, the length of the right connecting rod (30) is kept unchanged, and the adjustable torsion bar system provides bidirectional anti-rolling moment.
2. An adjustable torsion bar system for implementing the anti-roll method of claim 1, comprising: torsion bar (20), left connecting rod (10) and right connecting rod (30), torsion bar (20) are fixed on bogie/automobile body, and torsion bar (20) both ends are articulated with the one end of left connecting rod (10) and right connecting rod (30) respectively, and the other end of left connecting rod (10) and right connecting rod (30) is articulated with the both sides of automobile body/bogie respectively, its characterized in that: the left connecting rod (10) and the right connecting rod (30) are adjustable hydraulic connecting rods, and the length of each connecting rod can be as follows: the torsion bar system is switched between the constant, unidirectional follow-up extension state and the unidirectional follow-up shortening state, so that the torsion bar system provides bidirectional rolling moment resistance or unidirectional rolling moment resistance.
3. An adjustable torsion bar system according to claim 2, wherein: the hydraulic link includes: the piston (4) is movably arranged in the rod body (3) to divide the rod body (3) into a first liquid cavity (31) and a second liquid cavity (32), and the first liquid cavity (31) and the second liquid cavity (32) are filled with liquid medium; the first liquid cavity (31) is communicated with the second liquid cavity (32) or disconnected from the first liquid cavity through the control part and the flow channel, so that the length of the connecting rod is realized: the device is kept unchanged, freely stretches and contracts, and stretches in a one-way follow-up mode or shortens in a one-way follow-up mode.
4. An adjustable torsion bar system according to claim 3, wherein: a rod piece I (2) is arranged in the liquid cavity I (31), one end of the rod piece I (2) is connected with one side of the piston (4), and the other end of the rod piece I (2) penetrates through the liquid cavity I (31) in a sealing way; a rod piece II (5) is arranged in the liquid cavity II (32), one end of the rod piece II (5) is connected with the other side of the piston (4), and the other end of the rod piece II (5) penetrates through the liquid cavity II (32) in a sealing way; the rod piece I (2) and the rod piece II (5) are cylindrical, and the diameter of the rod piece I (2) is the same as that of the rod piece II (5); the rod piece I (2) and the rod piece II (5) move in the rod body (3) along with the piston (4); when the piston (4) moves in the rod body (3), the volume reduced or increased by the first liquid cavity (31) is equal to the volume increased or reduced by the second liquid cavity (32).
5. An adjustable torsion bar system according to claim 4, wherein: the flow channel comprises: a first flow passage (7) and a second flow passage (8), the control member including: a straight-through valve and a one-way valve; the first flow passage (7) is provided with a first through valve (71) and a first check valve (72), and liquid medium in the first liquid cavity (31) can only flow to the second liquid cavity (32) through the first check valve (72) and the first through valve (71); the second flow passage (8) is provided with a second through valve (81) and a second check valve (82), and the liquid medium in the second liquid cavity (32) can only flow to the first liquid cavity (31) through the second check valve (82) and the second through valve (81).
6. An adjustable torsion bar system according to claim 5, wherein: when the first through valve (71) and the second through valve (81) are both disconnected, the length of the connecting rod is kept unchanged.
7. An adjustable torsion bar system according to claim 5, wherein: when the first through valve (71) is communicated and the second through valve (81) is disconnected, the liquid medium in the first liquid cavity (31) can only flow to the second liquid cavity (32) through the first flow channel (7), the liquid medium in the second liquid cavity (32) can not flow to the first liquid cavity (31), and the length of the connecting rod can be freely extended under the action of tensile force; when the tension is converted into the compression, the length of the connecting rod is kept unchanged, and the hydraulic connecting rod is in a unidirectional follow-up extension state.
8. An adjustable torsion bar system according to claim 5, wherein: when the first through valve (71) is disconnected and the second through valve (81) is communicated, the liquid medium in the second liquid cavity (32) can only flow to the first liquid cavity (31) through the second flow channel (8), and the liquid medium in the first liquid cavity (31) cannot flow to the second liquid cavity (32); the length of the connecting rod is freely shortened under the action of pressure; when the pressure is converted into the tension, the length of the connecting rod is kept unchanged, and the hydraulic connecting rod is in a unidirectional follow-up shortening state.
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| CN202210466160.XA CN114852117B (en) | 2022-04-29 | 2022-04-29 | Adjustable torsion bar system and anti-rolling method |
| DE202022103412.5U DE202022103412U1 (en) | 2022-04-29 | 2022-06-19 | An adjustable torsion bar system |
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| CN202210466160.XA CN114852117B (en) | 2022-04-29 | 2022-04-29 | Adjustable torsion bar system and anti-rolling method |
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| CN114852117A (en) | 2022-08-05 |
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