CN220435309U - Oil pressure vibration damper for railway vehicle - Google Patents

Abstract

The utility model relates to an oil pressure damping device for a rail vehicle, comprising at least a hydraulic component. The hydraulic assembly has a first chamber and a second chamber built-in. The apparatus further includes a damping valve member. The damper valve assembly includes a first damper valve assembly and a second damper valve assembly. The first damping valve assembly communicates with a first chamber of the hydraulic assembly through a first oil line. The second damping valve assembly communicates with a second chamber of the hydraulic assembly through a second oil line. The utility model selects the first damping valve component and the second damping valve component to be externally arranged on the hydraulic component, simplifies the production process and the performance regulating process, is beneficial to disassembly, assembly, maintenance and damping characteristic regulating, is beneficial to self heat dissipation of a valve system, prolongs the service lives of the valve system and a shock absorber, and ensures that the oil pressure shock absorber has excellent symmetry under quasi-static and dynamic excitation.

Description

Oil pressure vibration damper for railway vehicle

Technical Field

The utility model relates to the technical field of damping vibration attenuation, in particular to an oil pressure vibration attenuation device for a railway vehicle.

Background

Along with the continuous progress of the rail vehicle technology, the rail transportation industry also rapidly develops. Commercial applications have been successfully practiced for rail vehicles from freight heavy-duty locomotives, to interurban commuter subways or light rails, to passenger locomotives or high speed trains. The oil pressure damper is used as one of key components in a suspension system of a railway vehicle and is mainly used for damping vibration and noise caused by contact of wheel and rail of the railway vehicle in actual operation. Along with the acceleration of the economic globalization process, the operation proportion of rail vehicles across countries, regions and lines is gradually increased, which not only provides higher requirements on the performance of the oil pressure shock absorber, but also provides challenges for the production process, the installation procedure, the performance teaching and the operation and maintenance efficiency of the shock absorber.

First, the current hydraulic shock absorbers for rail vehicles can be classified into: single-cycle (oil-way) dampers and double-cycle (oil-way) dampers. The structural characteristics of the single-cycle (oil way) shock absorber lead to the dynamic damping characteristic and the dynamic stiffness characteristic of the shock absorber to have larger asymmetry; the structural characteristics of the dual-cycle (oil-way) shock absorber lead to the dissymmetry of the quasi-static damping characteristic and the quasi-static stiffness characteristic of the shock absorber. Secondly, after long-term service operation, the oil-gas separation or oil emulsification phenomenon is unavoidable. Finally, the damping valve systems of the two vibration absorbers are both arranged in the piston, which not only increases the difficulty of production, manufacture and processing, but also is inconvenient for later operation and performance adjustment.

The utility model provides a motor car shock absorber is disclosed in chinese patent document CN209943407U, including oil storage section of thick bamboo and working barrel, be equipped with the piston rod in the working barrel, the right-hand member of piston rod is fixed with the piston body, be provided with at least a set of check valve group on the piston body, a set of check valve group includes two identical and opposite check valves of structure, the check valve is including seting up the valve opening on the piston body, be equipped with the guide ring on the pore wall of valve opening, the guide ring separates the valve opening into liquid section and feed liquor section, the valve rod is worn to be equipped with in the guide ring, the sealing member has been linked firmly after the one end of valve rod passed liquid section, be fixed with the spring on the other end of valve rod, one side that is located the feed liquor section on the terminal surface of piston body is provided with the overflow hole, the other end of overflow hole extends to be linked together with liquid section and does not run through the piston body.

Although this type of shock absorber can improve the symmetry of damping force values at the time of shock absorber restoration and compression. However, this places high demands on the design of the damper piston, the valve train design, the overall integrated design, and the tooling. In addition, the valve system is positioned in the shock absorber, so that the later stage is more complicated in the aspect of regulating the damping characteristic of the shock absorber.

The Chinese patent document CN207864510U discloses an open pore structure of a pressure cylinder of an oil damper for a high-speed motor train, which mainly comprises the following components: the hydraulic shock absorber comprises a pressure cylinder upper cavity through hole and a pressure cylinder lower cavity through hole, wherein the pressure cylinder upper cavity through hole is arranged at one end of a pressure cylinder pipe wall, the pressure cylinder lower cavity through hole is arranged at the other end of the pressure cylinder pipe wall, and the hydraulic shock absorber is used for avoiding the influence that the compression damping force is larger than the stretching damping force due to an opening on a piston of the hydraulic shock absorber when the piston is stretched and compressed.

Although the upper cavity and the lower cavity of the pressure cylinder of the anti-snake oil pressure shock absorber are provided with holes, the problem of bidirectional intercommunication of holes on the piston can be solved, and the symmetry requirement of stretching and compression damping force is met. However, the method is further determined in aspects of the aperture size of the two cylinders, the aperture machining precision, the aperture adjustment and the like, and the specific implementation is difficult.

The Chinese patent document CN208364659U discloses and proposes a piston valve system of an anti-meandering hydraulic shock absorber for a high-speed motor train, which mainly comprises: a set of one-way valve system is arranged on each side of a piston unit of the anti-meandering oil pressure shock absorber, so that the problem that the traditional double-circulation oil pressure shock absorber cannot meet the symmetrical short plates of stretching damping force and compression damping force due to small hole throttling is solved.

Although the piston double-sided hydraulic damper is provided with the one-way valve system, through arranging different spring preloads, the use requirement of stretching and compressing damping force symmetry is met when the anti-snake vibration damper works at extremely low speed and damping force is completely generated by orifice throttling. However, this places higher demands on the design and tooling of the piston, increases process and time costs, and the stiffness of the preload spring changes with time of use, shortening the life cycle of the original shock absorber.

Therefore, how to further simplify the processing technology of the shock absorber and facilitate the teaching of the damping characteristics of the shock absorber on the basis of meeting the symmetry requirement of the stretching and compressing damping force of the shock absorber is an urgent problem to be solved in the prior art.

Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, as the inventors studied numerous documents and patents while the present utility model was made, the text is not limited to details and contents of all that are listed, but it is by no means the present utility model does not have these prior art features, the present utility model has all the prior art features, and the applicant remains in the background art to which the rights of the related prior art are added.

Disclosure of Invention

The structural characteristics of the prior art double-oil-way shock absorber cause the dissymmetry of the quasi-static damping characteristic and the quasi-static stiffness characteristic of the double-oil-way shock absorber to be aggravated. The oil-gas separation or oil emulsification phenomenon is unavoidable after the oil-gas mixed oil shock absorber is operated for a long time. In addition, the damping valve systems of the two vibration absorbers are both arranged in the piston, so that the difficulty in production and manufacturing is increased, and the later operation and performance adjustment are inconvenient. Therefore, how to prevent oil-gas separation or oil emulsification phenomenon of oil and gas on the basis of meeting the symmetry of the quasi-static damping characteristic and the quasi-static stiffness characteristic of the double-oil-way shock absorber, and reduce the difficulty of production and manufacturing processing is an urgent problem to be solved in the prior art.

In order to overcome the defects in the prior art, the technical scheme of the utility model is to provide an oil pressure vibration damper for a railway vehicle, which at least comprises a hydraulic component. The hydraulic assembly has a first chamber and a second chamber built-in. The apparatus further includes a damping valve member. The damper valve assembly includes a first damper valve assembly and a second damper valve assembly. Preferably, the first damping valve assembly communicates with the first chamber of the hydraulic assembly through a first oil line and the second damping valve assembly communicates with the second chamber of the hydraulic assembly through a second oil line. The first damping valve assembly and the second damping valve assembly are respectively arranged outside the first chamber and the second chamber. The utility model selects to place the first damping valve component and the second damping valve component outside the working cylinder of the oil pressure vibration damper, which is not only beneficial to disassembly, assembly and maintenance, damping characteristic teaching, but also beneficial to the self heat dissipation of the valve system and prolongs the service life of the valve system and the vibration damper.

According to a preferred embodiment, the first damper assembly comprises at least a first throttling element, a first one-way valve and a first energy storage member. The first throttling element and the first one-way valve are arranged in parallel. The first energy storage piece is respectively connected with a first compression communication port of the first throttling element and a first compression conduction end of the first one-way valve. The first compression closed end of the first check valve and the second compression communication port of the first throttling element are respectively connected with the first oil pipe. The first energy storage piece is arranged outside the first throttling element and the first one-way valve, can be used as an external air bag of the shock absorber, and is convenient for pressure adjustment and maintenance and replacement of the first energy storage piece. In addition, the external first energy storage piece is filled with inert gas, so that foaming phenomenon, oil noise, idle stroke and discontinuity of damping force and the like caused by oil-gas mixing are eliminated.

According to a preferred embodiment, the second damping valve assembly comprises at least a second throttling element, a second one-way valve and a second energy storage member. The second throttling element and the second one-way valve are arranged in parallel. The second energy storage piece is respectively connected with the first stretching communication port of the second throttling element and the first stretching conduction end of the second one-way valve. The first stretching closing end of the second one-way valve and the second stretching communication port of the second throttling element are respectively connected with the second oil pipe. The tensile damping force and the compressive damping force of the vibration attenuation device of the present utility model are substantially dependent on the first throttling element and the second throttling element. In the prior art, a single small hole throttles and a plurality of branch oil ways are used for providing a basic damping force, and the damping valve structure is simplified into two independent external loops, so that the production process and the performance teaching process are synchronously simplified, and the oil pressure vibration damper is ensured to have excellent symmetry under quasi-static and dynamic excitation.

According to a preferred embodiment, the damping valve part further comprises at least two unloading valves. Preferably, at least two unloading valves are connected to the first oil pipe and the second oil pipe, respectively. The first unloading valve and the second unloading valve can set the stretching unloading speed, the stretching unloading force, the compression unloading speed and the compression unloading force of the vibration damper, and the device is provided with a protection system consisting of the first unloading valve and the second unloading valve, so that adverse phenomena such as overhigh system pressure, part damage and the like caused by blockage of the first damping valve component and the second damping valve component can be avoided.

According to a preferred embodiment, the unloading valve comprises at least a first unloading valve and a second unloading valve. Preferably, the second compression conducting end of the first unloading valve is connected with the first oil pipe, and the second compression closing end of the first unloading valve is connected with the second oil pipe. The second stretching and guiding end of the second unloading valve is connected with the second oil pipe, and the second stretching and closing end of the second unloading valve is connected with the first oil pipe. The stretching unloading speed, the stretching unloading force, the compression unloading speed and the compression unloading force of the vibration damper are set by the first unloading valve and the second unloading valve, and the internal pressure of the damping valve component is relieved through unloading in opposite directions, so that the service life of the vibration damper is prolonged.

According to a preferred embodiment, the damping valve member is provided integrally with the hydraulic assembly, or is integrated in the valve block to communicate with the hydraulic assembly via the first and second oil lines. The independent damping valve component is arranged, the quasi-static symmetry and the dynamic symmetry of the oil pressure vibration damper can be considered, and the external or integrated mode is convenient for operation and maintenance management, so that the stability, curve trafficability and stability of the railway vehicle can be further improved.

According to a preferred embodiment, the first damping valve assembly further comprises a first pretensioning element, which is arranged in parallel with the first throttling element. Preferably, the first pretension element comprises a third one-way valve and a third restriction element. The third check valve and the third throttling element are arranged in series. The first pre-tightening element can be used for providing pre-tightening force, and when the piston moving speed of the shock absorber is too high, the first damping valve assembly can be unloaded to prevent the damping force from increasing rapidly, so that the internal pressure of the damping valve is prevented from being too high.

According to a preferred embodiment, the third compression conduction end of the third check valve is connected to the first oil pipe. The third compression closed end of the third check valve is connected with the first energy storage piece through a third throttling element. The connection of the third one-way valve provides the limit of the shock increase of the damping force caused by the shock increase of the fluid flow velocity, further gives consideration to the quasi-static and dynamic symmetry of the vibration reduction system, and can improve the stability, curve passing property and stability of the railway vehicle.

According to a preferred embodiment, the second damping valve assembly further comprises a second pretension element, which is arranged in parallel with the second throttling element. Preferably, the second pretension element comprises a fourth one-way valve and a fourth throttling element, the fourth one-way valve and the fourth throttling element being arranged in series. The second pre-tightening element continuously ensures the symmetry of the damping valve system, and the pre-tightening force provided by the second pre-tightening element is the same, so that the production process, the valve system installation and the whole performance teaching process are greatly simplified. Even when a failure such as leakage occurs in one of the damper valve assemblies, the remaining damper valve assemblies can still provide a damping force.

According to a preferred embodiment, the third stretched conducting end of the fourth non-return valve is connected to the second oil pipe. The third tensile closed end of the fourth one-way valve is connected with the second energy storage piece through a fourth throttling element.

The damping device adopts an external scheme of the damping valve system assembly, so that the damping device has the working characteristics of the traditional double-oil-way anti-hunting damper in compression and extension working sections, namely, the oil liquid in the first chamber flows through the first damping valve assembly, and the oil liquid in the second chamber flows through the second damping valve assembly. According to the utility model, the first one-way valve and/or the second one-way valve are/is opened rapidly after the piston is reversed, so that the oil accumulated on the oil cavity side of the first energy storage part flows back to the first cavity rapidly, and adverse phenomena such as bubble precipitation or idle stroke, oil emulsification and the like are avoided.

According to a preferred embodiment, the hydraulic assembly further comprises a piston and a piston rod connected to the piston. The piston is disposed between the first chamber and the second chamber, and the piston rod penetrates the first chamber and the second chamber. The piston rod penetrates the piston to divide the working cylinder of the hydraulic assembly into three chambers, namely a first chamber, a second chamber and a cavity. The connection and position arrangement of the piston and the piston rod fundamentally solve the problem of poor symmetry of tensile force and compressive force caused by the area difference of the piston and the piston rod of the traditional oil pressure shock absorber, and the asymmetry of damping force is not aggravated due to the diameter change of the piston rod.

Drawings

FIG. 1 is a schematic view of the construction of a preferred embodiment of an oil pressure damping device for a rail vehicle of the present utility model;

FIG. 2 is a schematic view of the construction of a preferred embodiment of the damping valve member of the present utility model after the provision of a first unloading valve and a second unloading valve;

FIG. 3 is a schematic view of another preferred embodiment of the damping valve member of the present utility model after the first and second unloader valves are provided.

List of reference numerals

100: a hydraulic assembly; 101: a first chamber; 102: a second chamber; 103: a cavity; 104: a piston rod; 105: a piston; 106: an oil seal; 107: a guide seat; 108: a dust cover; 109: a bushing; 110: lifting lugs; 111: a working cylinder; 200: a damping valve member; 210: a first damper valve assembly; 211: a first throttling element; 212: a third one-way valve; 213: a first one-way valve; 214: a first energy storage member; 215: a third throttling element; 216: a first unloading valve; 220: a second damper valve assembly; 221: a second throttling element; 222: a fourth one-way valve; 223: a second one-way valve; 224: a second energy storage member; 225: a fourth throttling element; 226: a second unloading valve; 301: a first compressed conduction end; 302: a first compressed closed end; 303: a first tensile conductive end; 304: a first stretch closed end; 305: a second compressed conduction end; 306: a second compressed closed end; 307: a second tensile conductive end; 308: a second stretch closed end; 309: a third compressed conduction terminal; 310: a third compressed closed end; 311: a third tensile conductive end; 312: a third stretch closed end; 313: a first compression communication port; 314: a second compression communication port; 315: a first stretch communication port; 316: a second stretch communication port; 317: a first oil pipe; 318: and a second oil pipe.

Detailed Description

The following detailed description refers to the accompanying drawings.

In the prior art, the vibration damper for the railway vehicles can partially improve the symmetry of damping force values when the vibration damper is restored and compressed. But the design of each damper piston, valve train, integral integration and fabrication requires extremely high process requirements. For example, the symmetry of the tensile compression damping force is improved by tapping the upper and lower chambers of the shock absorber cylinder. But the aperture size, the aperture machining precision, the aperture adjustment and the like of the two cylinders need to be further determined, and the realization process is difficult. The prior art also has the advantages that one set of one-way valve systems are arranged on two sides of the piston, and the symmetry problem is solved by arranging different spring preloads. However, the service life of the design depends on the stiffness of the preloaded spring, and as the working period increases, the operation and maintenance period of the shock absorber also needs to be shortened, and higher requirements are placed on the design and processing of the piston. Therefore, how to simplify the design and processing technology of the damping valve system and the piston, and how to meet the symmetry of damping force values during the restoration and compression of the shock absorber is an urgent problem to be solved in the prior art.

Example 1

The present application relates to an oil pressure damping device for a rail vehicle, comprising at least a hydraulic assembly 100 and a damping valve member 200 mounted on the hydraulic assembly 100. Damping valve member 200 includes a first damping valve assembly 210 and a second damping valve assembly 220. Preferably, the first damping valve assembly 210 communicates with the first chamber 101 of the hydraulic assembly 100 through a first oil line 317. The second damping valve assembly 220 communicates with the second chamber 102 of the hydraulic assembly 100 through a second oil line 318. Preferably, the first damping valve assembly 210 and the second damping valve assembly 220 are identical in structure. The utility model designs the first damping valve assembly 210 and the second damping valve assembly 220 based on the same structure and principle, simplifies the production process and the performance teaching process, and ensures that the oil pressure vibration damper has excellent symmetry under quasi-static and dynamic excitation. The utility model selects to externally arrange the first damping valve component 210 and the second damping valve component 220 on the working cylinder 111 of the oil pressure vibration damper, which is not only beneficial to disassembly, assembly and maintenance, damping characteristic teaching, but also beneficial to self heat dissipation of the valve system and prolongs the service life of the valve system and the vibration damper.

According to a preferred embodiment, the damper valve assembly 200 is provided integrally with the hydraulic assembly 100, or the damper valve assembly 200 is integrated in a valve block to communicate with the hydraulic assembly 100 through a first oil line 317 and a second oil line 318. Preferably, the damping valve member 200 can be integrated into a valve block and in turn be in communication with the respective chambers of the working cylinder 111 of the hydraulic assembly 100 via hydraulic line hoses or hard tubes. Preferably, the damper valve assembly 200 is integrally disposed. The split arrangement enables a better arrangement of the accumulators. The damping valve component 200 can give consideration to the quasi-static and dynamic symmetry of the oil pressure vibration damper, so that the stability, curve passing performance and stability of the railway vehicle can be further improved.

According to a preferred embodiment, first damper valve assembly 210 includes at least a first throttling element 211, a first check valve 213, and a first accumulator 214. The first energy storage member 214 is connected to the first compression communication port 313 of the first throttle element 211 and the first compression communication end 301 of the first check valve 213, respectively. The first compression closed end 302 of the first check valve 213 and the second compression communication port 315 of the first throttling element 211 are connected to a first oil pipe 317, respectively.

According to a preferred embodiment, the second damping valve assembly 220 comprises at least a second throttling element 221, a second one-way valve 223 and a second accumulator 224. The second energy storage member 224 is connected to the first tensile communication port 315 of the second throttle element 221 and the first tensile communication end 303 of the second check valve 223, respectively. The first stretch-closed end 304 of the second check valve 223 and the second stretch-communication port 316 of the second throttling element 221 are connected to a second oil pipe 318, respectively. It should be noted that, the first throttling element 211 and the second throttling element 221 in the present utility model refer to a normal through hole (i.e., a damping hole) for providing a basic tensile damping force and a basic compressive damping force. The third throttling element 215 and the fourth throttling element 225 are referred to as orifices for flow regulation. In the present utility model, each of the conduction ends means an end of the check valve into which fluid flows, and each of the closed ends means an end of the check valve from which fluid is prevented from flowing.

The tensile damping force and the compressive damping force of the vibration reduction device of the present utility model are substantially dependent on the first throttling element 211 and the second throttling element 221. The utility model simplifies the damping valve structure, synchronously simplifies the production process and the performance teaching process, and ensures that the oil pressure vibration damper has excellent symmetry under quasi-static and dynamic excitation.

According to a preferred embodiment, the first energy storage element 214 or the second energy storage element 224 may be selected from energy storage elements that are pre-charged with inert gas. Preferably, the first energy storage member 214 or the second energy storage member 224 can be of the diaphragm, piston or spring type, or even a stiffness adjustable energy storage with motor control. The energy storage piece is selected to avoid direct mixing of hydraulic oil and gas, and ensure stable output force of the damper piston under high-speed movement. Different from the internal air bag type shock absorber, the shock absorber provided by the utility model is matched with the external energy accumulator, the pre-charging pressure of the internal air chamber of the shock absorber is convenient to adjust, the energy accumulator is easy to overhaul and replace, and the shock absorber is in contact with air, thereby being beneficial to self heat dissipation and prolonging the service life.

Preferably, the first energy storage member 214 or the second energy storage member 224 can also function as an external bladder for the hydraulic assembly 100. Preferably, there is a pre-charge of gas at a pressure within both the first energy storage member 214 and the second energy storage member 224. The gas pressure in this embodiment is 3bar, i.e. preferably one half the initial system oil pressure. To accommodate the large amplitude motion of the damper piston 105 under special conditions, the accumulator volume selection may be based on the amount of makeup oil required for a chamber when the piston 105 is moved to an extreme position. Compared with a Shan Youlu shock absorber, the utility model basically eliminates foaming phenomenon, oil noise, idle stroke of damping force and discontinuity caused by oil-gas mixing. Compared with the traditional double-oil-way shock absorber which uses an internal air bag, the external first energy storage piece 214 or the external second energy storage piece 224 is used as the air bag, the pre-charging pressure is convenient to adjust, easy to overhaul and replace, and the air-cooling type double-oil-way shock absorber is beneficial to self heat dissipation due to contact with air, and has reliability.

Preferably, the hydraulic assembly 100 can be a dual-rod hydraulic cylinder. The utility model selects the double-rod hydraulic cylinder as the damping force output actuator, thereby fundamentally solving the problem of poor symmetry of tensile force and compressive force caused by the area difference of the piston 105 and the piston rod 104 of the traditional oil pressure shock absorber, and avoiding the aggravation of the asymmetry of the damping force caused by the diameter change of the piston rod 104.

According to a preferred embodiment, the hydraulic assembly 100 further comprises a piston 105 and a piston rod 104 connected to the piston 105. The piston 105 is disposed between the first chamber 101 and the second chamber 102, and the piston rod 104 penetrates the first chamber 101 and the second chamber 102. The piston rod 104 penetrates the piston 105, dividing the working cylinder 111 of the hydraulic assembly 100 into three chambers, namely a first chamber 101, a second chamber 102 and a cavity 103. The cylinder 111 of the hydraulic unit 100 is filled with a certain pressure of shock absorber oil. The oil pressure pre-charge in this example was 6bar. In order to avoid the phenomenon of bubble precipitation of the vibration damper or the phenomenon of lost motion of the damping force of the stretching section, the oil pressure can be set higher, and the peak pressure in the working process of the vibration damper is not basically influenced.

According to a preferred embodiment, the hydraulic assembly 100 further comprises a cavity 103 adjacent to the first chamber 101. The piston rod 104 penetrates the first chamber 101 and the second chamber 102 through the rod guide 107 and protrudes into the cavity 103. Preferably, a lifting lug 110 is provided on the side of the cavity 103 remote from the first chamber 101, and a bushing 109 is mounted on the lifting lug 110. The design of the piston 105 and the piston rod 104 solves the problem of poor symmetry of the tensile damping force and the compressive damping force caused by poor design of the traditional piston area. At the same time, the through design of the piston rod 104 avoids the problem of increased asymmetry of the damping force of the piston rod 104 due to diameter variation.

According to a preferred embodiment, the connection of the piston rod 104 with the cavity 103 and the second chamber 102 is provided with an oil seal 106 for isolating the first chamber 101 and the second chamber 102. The oil seal 106 of the present utility model can ensure that oil in the first chamber 101 and the second chamber 102 does not leak, and can prevent invasion of foreign substances from outside. The oil medium is a necessary liquid substance in the shock absorber, so the oil seal 106 is used for sealing the gap between the first chamber 101 and the second chamber 102 communicated with the outside, and avoiding the leakage of the oil medium.

According to a preferred embodiment, the side of the cavity 103 remote from the piston rod 104 is provided with a dust cap 108 for preventing dust from entering. The dust cap 108 of the present utility model is used to prevent dust and dirt from entering the damper, thereby extending the life of the damper. Meanwhile, the dust cover 108 also plays a role in protecting the shock absorber, prevents the oil medium in the shock absorber from flowing out, and protects the shock absorber from being covered by dust, so that the shock absorber can be maintained in an optimal working state.

As shown in fig. 1, the present embodiment simplifies the first damping valve assembly 210 and the second damping valve assembly 220.

Preferably, the first damping valve assembly 210 includes at least a first throttling element 211 and a first check valve 213 arranged in parallel. Preferably, the first throttling element 211 and the first one-way valve 213 are connected to a first energy storage member 214. Preferably, the second damping valve assembly 220 includes at least a second throttling element 221 and a second one-way valve 223 disposed in parallel. Preferably, the second throttling element 221 and the second one-way valve 223 are connected to a second energy storage member 224. In this embodiment, the stretch unloading speed, the stretch unloading force, the compression unloading speed, and the compression unloading force of the vibration damping device are set entirely by the first unloading valve 216 and the second unloading valve 226. The tensile damping force and the compressive damping force provided by this embodiment are substantially dependent on the first throttling element 211 and the second throttling element 221.

Example 2

This embodiment is a further improvement of the above embodiment, and the repeated contents are not repeated.

As shown in fig. 2, the damping valve member 200 preferably further includes at least two unloading valves. Preferably, at least two unloading valves are connected to the first oil line 317 and the second oil line 318, respectively. The unloading valve can be matched with the third check valve 212 and the fourth check valve 222 to set the stretching unloading speed, the stretching unloading force, the compression unloading speed and the compression unloading force of the vibration damper, and adverse phenomena such as overhigh system pressure, part damage and the like caused by blockage of the first damping valve assembly 210 and the second damping valve assembly 220 can be avoided because the vibration damper is provided with a protection system.

According to a preferred embodiment, the unloading valves comprise at least a first unloading valve 216 and a second unloading valve 226. Preferably, the second compression end 305 of the first unloader valve 216 is connected to a first oil line 317 and the second compression end 306 of the first unloader valve 216 is connected to a second oil line 318. The second stretched conducting end 307 of the second unloading valve 226 is connected to the second oil pipe 318, and the second stretched closing end 308 of the second unloading valve 226 is connected to the first oil pipe 317. The stretching unloading speed, the stretching unloading force, the compression unloading speed and the compression unloading force of the vibration damper are set by the first unloading valve 216 and the second unloading valve 226, the internal pressure of the damping valve component 200 is relieved through the unloading valves with opposite directions, and the service life of the vibration damper is prolonged.

In this embodiment, the first and second unloader valves 216, 226 have two functions. In one aspect, the tensile unloading speed, the tensile unloading force, the compressive unloading speed, and the compressive unloading force of the vibration damping device may be set in cooperation with the third check valve 212 and the fourth check valve 222. On the other hand, the first unloading valve 216 and the second unloading valve 226 can be used as protection systems, and adverse phenomena such as over-high pressure, part damage and the like of the systems caused by blockage of the first damping valve assembly 210 and the second damping valve assembly 220 are avoided.

Example 3

This embodiment is a further improvement of the above embodiment, and the repeated contents are not repeated.

As shown in fig. 3, the first damping valve assembly 210 further includes a first pretensioning element disposed in parallel with the first throttling element 211. Preferably, the first pretension element comprises a third one-way valve 212 and a third throttling element 215. The third check valve 212 and the third throttling element 215 are arranged in series.

According to a preferred embodiment, the second damping valve assembly 220 further comprises a second pretension element, which is arranged in parallel with the second throttle element 221. Preferably, the second pretension element comprises a fourth one-way valve 222 and a fourth throttling element 225, the fourth one-way valve 222 and the fourth throttling element 225 being arranged in series.

The damping device adopts an external scheme of a damping valve system assembly, so that the damping device has the working characteristics of a traditional double-oil-way anti-hunting damper in compression and extension working sections, namely, the oil in the first chamber 101 flows through the first damping valve assembly 210, and the oil in the second chamber 102 flows through the second damping valve assembly 220.

According to a preferred embodiment, the third compression end 309 of the third check valve 212 is connected to the first oil line 317. The third compression closed end 310 of the third check valve 212 is connected to the first energy storage member 214 via the third throttling element 215. The third stretched conducting end 311 of the fourth check valve 222 is connected to the second oil pipe 318. The third tensile closed end 312 of the fourth check valve 222 is connected to the second energy storage member 224 by the fourth throttling element 225. Preferably, the two types of check valves can comprise at least one group or be expanded on the basis of the group. That is, a plurality of sets of the third check valve 212, the first check valve 213, the fourth check valve 222, or the second check valve 223 can be provided to perform construction of the damping valve structure.

For ease of understanding, the principles of operation and methods of use of an oil pressure damping device for a rail vehicle of the present utility model will be discussed. Specifically, the working principle of the hydraulic damping device will be described in detail below with respect to the piston 105 being in different movement directions.

In the above-described preferred embodiment of the oil pressure shock absorber, when the piston 105 is in the extension stroke, that is, when the piston rod 104 is extended, the piston rod 104 protrudes in a direction away from the cavity 103, and the hydraulic oil of the second chamber 102 flows under pressure to the second damping valve assembly 220 communicating therewith.

When the movement speed of the piston 105 is small, the flow rate of the hydraulic oil in the second chamber 102 is limited, and only the second throttling element 221 flows. According to the orifice throttling principle, a tensile damping force is generated. After the oil reaches the second energy storage member 224, since the inert gas is filled in one side of the second energy storage member 224 and has compressibility, and the other side of the second check valve 223 cannot be opened under the high pressure action at this time, the oil is temporarily accumulated in the oil cavity on the other side of the second energy storage member 224. Until the piston 105 moves reversely, the oil flows through the second check valve 223 under the action of the gas reaction force of the air cavity at the other side of the second energy storage member 224, and reenters the second chamber 102.

When the movement speed of the piston 105 is high, the flow rate of the hydraulic oil in the second chamber 102 increases, and after the oil pressure reaches the valve opening pressure of the fourth check valve 222, the oil flows through both the second throttling element 221 and the fourth check valve 222 and the fourth throttling element 225. At this time, the movement speed of the piston 105 is increased again, the damping force is increased only slightly, and the hydraulic shock absorber of this type is brought into an unloading state. After the final oil reaches the second energy storage member 224, the oil still temporarily accumulates in the oil cavity at the other side of the second energy storage member 224 until the piston 105 moves reversely, and the oil flows through the second one-way valve 223 under the action of the gas reaction force of the air cavity at the other side of the second energy storage member 224, and reenters the second chamber 102.

Throughout this document, the word "preferably" is used in a generic sense to mean only one alternative, and not to be construed as necessarily required, so that the applicant reserves the right to forego or delete the relevant preferred feature at any time.

It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the utility model is defined by the claims and their equivalents. The description of the utility model includes various inventive concepts such as "preferably," "according to a preferred embodiment," or "optionally," all means that the corresponding paragraph discloses a separate concept, and the applicant reserves the right to filed a divisional application according to each inventive concept.

Claims (10)

1. An oil pressure damping device for a rail vehicle, comprising at least a hydraulic assembly (100), the hydraulic assembly (100) having a first chamber (101) and a second chamber (102) built-in, characterized in that the device further comprises a damping valve member (200), the damping valve member (200) comprising a first damping valve assembly (210) and a second damping valve assembly (220), wherein,

the first damping valve assembly (210) is communicated with the first chamber (101) of the hydraulic assembly (100) through a first oil pipe (317), the second damping valve assembly (220) is communicated with the second chamber (102) of the hydraulic assembly (100) through a second oil pipe (318), and the first damping valve assembly (210) and the second damping valve assembly (220) are respectively arranged outside the first chamber (101) and the second chamber (102).

2. The oil pressure vibration damping device for a rail vehicle according to claim 1, characterized in that the first damper valve assembly (210) comprises at least a first throttling element (211), a first one-way valve (213) and a first energy storage member (214),

-said first throttling element (211) and said first one-way valve (213) are arranged in parallel;

the first energy storage piece (214) is respectively connected with a first compression communication port (313) of the first throttling element (211) and a first compression communication end (301) of the first one-way valve (213),

the first compression closed end (302) of the first check valve (213) and the second compression communication port (314) of the first throttling element (211) are respectively connected with the first oil pipe (317).

3. The oil pressure damping device for a rail vehicle according to claim 1, characterized in that the second damping valve assembly (220) comprises at least a second throttling element (221), a second non-return valve (223) and a second energy storage member (224),

the second throttling element (221) and the second one-way valve (223) are arranged in parallel;

the second energy storage piece (224) is respectively connected with a first stretching communication port (315) of the second throttling element (221) and a first stretching communication end (303) of the second one-way valve (223),

the first stretching closed end (304) of the second one-way valve (223) and the second stretching communication port (316) of the second throttling element (221) are respectively connected with the second oil pipe (318).

4. A hydraulic damping device for a rail vehicle according to any one of claims 1-3, characterized in that the damping valve member (200) further comprises at least two unloading valves, wherein at least two of the unloading valves are connected to the first oil line (317) and the second oil line (318), respectively.

5. The oil pressure vibration damping device for a rail vehicle as claimed in claim 4, characterized in that the unloading valve comprises at least a first unloading valve (216) and a second unloading valve (226), wherein,

the second compression conducting end (305) of the first unloading valve (216) is connected with the first oil pipe (317), and the second compression closing end (306) of the first unloading valve (216) is connected with the second oil pipe (318); the second stretching conducting end (307) of the second unloading valve (226) is connected with the second oil pipe (318), and the second stretching closing end (308) of the second unloading valve (226) is connected with the first oil pipe (317).

6. A hydraulic damping device for rail vehicles according to any one of claims 1-3, characterized in that the damping valve member (200) is provided integrally with the hydraulic assembly (100), or

The damping valve member (200) is integrated with a valve block to communicate with the hydraulic assembly (100) through the first oil pipe (317) and the second oil pipe (318).

7. The oil pressure vibration damper for a rail vehicle according to claim 2, characterized in that the first damper assembly (210) further comprises a first pretensioning element, which is arranged in parallel with the first throttling element (211), wherein,

the first pre-tightening element comprises a third one-way valve (212) and a third throttling element (215), and the third one-way valve (212) and the third throttling element (215) are arranged in series.

8. The hydraulic damping device for rail vehicles according to claim 7, characterized in that a third compression end (309) of the third non-return valve (212) is connected to the first oil line (317), and a third compression end (310) of the third non-return valve (212) is connected to the first energy storage element (214) via the third throttling element (215).

9. An oil pressure damping device for a rail vehicle as claimed in claim 3, characterized in that the second damping valve assembly (220) further comprises a second pretension element, which is arranged in parallel with the second throttling element (221), wherein,

the second pre-tightening element comprises a fourth one-way valve (222) and a fourth throttling element (225), and the fourth one-way valve (222) and the fourth throttling element (225) are arranged in series.

10. The hydraulic damping device for rail vehicles according to claim 9, characterized in that a third tensile end (311) of the fourth non-return valve (222) is connected to the second oil line (318), and a third tensile end (312) of the fourth non-return valve (222) is connected to the second energy storage element (224) via the fourth throttling element (225).