WO2015109611A1 - 铰接客车中的液压阻尼控制系统及相应的客车铰接系统 - Google Patents

铰接客车中的液压阻尼控制系统及相应的客车铰接系统 Download PDF

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Publication number
WO2015109611A1
WO2015109611A1 PCT/CN2014/071603 CN2014071603W WO2015109611A1 WO 2015109611 A1 WO2015109611 A1 WO 2015109611A1 CN 2014071603 W CN2014071603 W CN 2014071603W WO 2015109611 A1 WO2015109611 A1 WO 2015109611A1
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WO
WIPO (PCT)
Prior art keywords
oil circuit
pressure control
control oil
rear frame
front frame
Prior art date
Application number
PCT/CN2014/071603
Other languages
English (en)
French (fr)
Inventor
郝庆军
Original Assignee
伊卡路斯(苏州)车辆系统有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201410032147.9A external-priority patent/CN103727164B/zh
Priority claimed from CN201410031896.XA external-priority patent/CN103754075B/zh
Application filed by 伊卡路斯(苏州)车辆系统有限公司 filed Critical 伊卡路斯(苏州)车辆系统有限公司
Priority to EP14880352.1A priority Critical patent/EP3098144A4/en
Publication of WO2015109611A1 publication Critical patent/WO2015109611A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/22—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders each having a single working space closed by a piston or plunger
    • F16F9/26—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders each having a single working space closed by a piston or plunger with two cylinders in line and with the two pistons or plungers connected together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
    • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
    • B62D47/025—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus articulated buses with interconnecting passageway, e.g. bellows

Definitions

  • the invention relates to the technical field of articulated passenger cars, in particular to a hydraulic damping control system in an articulated passenger car and a corresponding passenger car articulated system.
  • An articulated bus is a form of passenger car that is a passenger car that is connected by an articulated device to two cars. Due to the increasing number of urban people, more and more people take buses, and the average city bus is no longer sufficient. People use a train-like train to connect two passenger cars, so that the passenger load can be greatly increased.
  • the articulated vehicle generally consists of two compartments. The front and rear compartments are connected by a chassis articulation system.
  • the chassis articulation system consists of a front frame, a rear frame, a slewing bearing and a hydraulic damping device that provides damping.
  • the front frame is fixed to the front compartment by the front cross member.
  • the rear frame is fixedly connected to the rear car through the rear cross member.
  • the hydraulic buffer device is very critical to the performance of the vehicle.
  • the existing hydraulic buffer device is mostly complicated in structure, and is prone to oil leakage, and the structure is mostly complicated. When the current car turns, the different angles of rotation require different angles of the rear car relative to the front car
  • the object of the present invention is to overcome the above-mentioned shortcomings of the prior art, and to provide a hydraulic damping control system and a corresponding structure in an articulated passenger car with compact structure, good cushioning effect, only need to use one rack, reliable transmission and space saving. Passenger car articulation system.
  • the hydraulic damping control system in the articulated bus has the main features, comprising a front frame, a rear frame, a sensing device and a hydraulic damping device, wherein the front frame rotates relative to the rear frame, and the sensing device is used for detecting The relative rotation angle between the front frame and the rear frame, the hydraulic damping device provides the front frame and the rear frame according to the angle value detected by the sensing device Damping control, the hydraulic damping device comprises a single sliding component, both ends of the sliding component are provided with a piston, the piston extends into a corresponding cylinder, and the piston is in the cylinder slide.
  • Each of the pistons in the hydraulic damping control system of the articulated bus is provided with a check valve, and each piston divides the corresponding cylinder into a rod cavity and a rodless cavity, the rod cavity and the An oil suction passage is formed between the rodless chambers, and an inner space formed by the front frame and the rear frame is an oil storage tray, and the oil storage tray is in communication with the rod cavity.
  • the piston in the hydraulic damping control system in the articulated bus includes a first piston and a second piston, the first piston sliding in a corresponding first cylinder, and the two sides of the first piston are disposed through
  • the inner one-way valve forms a first oil suction passage; the second piston slides in a corresponding second cylinder, and the two sides of the second piston form a second oil absorption through a one-way valve disposed inside thereof Oil road.
  • a first cylinder in the hydraulic damping control system of the articulated bus is connected to an inlet of the first one-way valve through a first oil drain, and the second cylinder is connected to a second through a second oil passage a common pressure oil zone is formed between the first check valve and the outlet of the second check valve, and the common pressure oil zone is connected to the pressure control oil circuit,
  • the pressure control oil passage is connected to the oil storage tray through a return oil passage.
  • the pressure control oil passage in the hydraulic damping control system in the articulated bus is a stepped multi-stage damping pressure control oil circuit, and the sensing device is a proximity switch sensor.
  • the proximity switch sensor in the hydraulic damping control system of the articulated bus includes an annular sensing piece and a sensor, the sensing piece is fixedly coupled to the front frame, and the sensor is fixedly coupled to the rear frame.
  • the pressure control oil passage in the hydraulic damping control system in the articulated bus is a proportional pressure control oil passage, and the sensing device is a displacement sensor or an angle sensor.
  • the displacement sensor in the hydraulic damping control system in the articulated bus includes an inductor and a magnetic block, and the inductor is fixedly connected to a cylinder head flange of any one of the cylinders, and the magnetic block is fixed in the The cylinder head flange corresponds to the piston.
  • the angle sensor in the hydraulic damping control system of the articulated bus includes an inductor and a magnetic block, the inductor is fixedly coupled to the rear frame, and the magnetic block is fixedly coupled to the front frame.
  • the multi-stage damping pressure control oil passage in the hydraulic damping control system in the articulated bus includes a first pressure control oil passage, a second pressure control oil passage, a third pressure control oil passage and a safety overflow oil passage which are connected in parallel with each other.
  • the first pressure control oil passage includes an electromagnetic reversing valve and a first damper connected in series with each other
  • the second pressure control oil passage includes a second damper
  • the third pressure control oil passage includes electromagnetics connected in series A reversing valve and a third damper, the safety overflow line including a safety relief valve.
  • a second pressure control oil passage in the hydraulic damping control system of the articulated passenger car forms a first stage damping control oil passage, and the first pressure control oil passage and the second pressure control oil passage are connected in parallel to form a second stage
  • the damping control oil passage, the first pressure control oil passage, the second pressure control oil passage and the third pressure control oil passage are connected in parallel to form a third-stage damping control oil passage.
  • the hydraulic oil enters the oil storage tray through the first stage damping control oil path.
  • the proportional pressure control oil passage in the hydraulic damping control system in the articulated bus includes a fourth pressure control oil passage, a fifth pressure control oil passage and a safety overflow oil passage, and the fourth pressure control oil passage includes a proportional overflow
  • the valve, the fifth pressure control oil passage includes a damper and an electromagnetic reversing valve, and the safety overflow oil passage includes a safety relief valve.
  • a common pressure oil zone in the hydraulic damping control system of the articulated bus is connected to the pressure sensor; in a normal state, the electronic control system controls the ratio according to the angle value detected by the displacement sensor or the angle sensor
  • the overflow valve, the fourth pressure control oil circuit is in an operating state; when the pressure value detected by the pressure sensor deviates from a predetermined value, the electromagnetic pressure regulating valve of the fifth pressure control oil circuit is de-energized
  • the fifth pressure control oil circuit is in working condition.
  • the passenger car articulated system including the hydraulic damping control system described above is characterized in that: the front frame and the rear frame are driven by a rotating member and a single of the sliding members, and the front frame is Connected to the rotating member.
  • the rotating component in the passenger car articulation system includes a large gear and an idler gear
  • the sliding component includes a rack assembly
  • the large gear is fixedly coupled to the front frame
  • the large gear and the idler are The wheels engage each other and the idler gear meshes with the rack assembly.
  • the large gear in the passenger car articulation system is a semi-ring gear.
  • the passenger car articulation system of the passenger car articulation system further includes an integrated block, and the pressure control oil circuit is integrated in the integrated block, and the integrated block is fixedly connected with the cylinder head flange of any one of the cylinders.
  • the front frame and the rear frame of the passenger car articulated system are connected by a slewing bearing, wherein the slewing bearing comprises a bearing outer cymbal and a bearing inner cymbal, and the front frame is fixedly connected with the bearing inner cymbal.
  • the rear frame is fixedly connected to the outer casing of the bearing.
  • the inner surface of the front frame of the passenger car articulated system is provided with a first sealing groove, the first sealing groove is annular, and the front frame sealing jaw is embedded in the first sealing groove, The front frame sealing jaw abuts against the first sealing groove and the bearing inner rim; the inner surface of the rear frame is provided with a second sealing groove, and the second sealing groove is annular, and then a frame sealing jaw embedded in the second sealing groove, the rear frame sealing jaw abutting the second sealing groove and the bearing outer casing, the front frame and the The oil pan in the rear frame is separated from the outside by the inner bore of the bearing and the outer casing of the bearing.
  • One side of the rack assembly in the passenger car articulation system is for engaging the idler, the other side of the rack assembly Wear strips are provided.
  • the cylinder tube in the passenger car articulation system is disposed laterally in the middle of the rear frame, and the cylinder tube is separated from the rear frame; or the cylinder tube and the rear frame are integrated .
  • the passenger vehicle articulated system with hydraulic damping control of the structure can realize multi-damping control and compact structure by using only one rack and pinion transmission structure, further saving the space of the hinge system, and hydraulic damping is arranged in the integrated block.
  • the device, multi-stage damping control design makes different amplitude damping between the front and rear frames when the relative rotation angle between the front and rear frames is different; the hydraulic damping device is safe to use, even if the system loses power, there is no danger.
  • Figure 1 is a schematic illustration of the articulating system of the present invention.
  • Figure 2 is a schematic illustration of the engagement of the bull gear, idler and rack assembly of the present invention.
  • Figure 3 is a schematic view of the front and rear frames of the present invention.
  • FIG. 4 is a schematic view of a stepped multi-stage damping pressure control oil passage of the present invention.
  • Figure 5 is a schematic illustration of a proportional pressure control oil circuit of the present invention.
  • Figure 6 is a schematic view showing the sealing structure of the front frame and the rear frame of the present invention.
  • Figure 7 is a schematic illustration of a displacement sensor of the present invention.
  • Figure 8 is a schematic illustration of a proximity switch sensor of the present invention.
  • Figure 9 is a schematic illustration of an angle sensor of the present invention.
  • Figure 10 is a schematic view of the sensing sheet of the present invention.
  • Figure 11 is a schematic view of the large gear of the present invention.
  • Figure 12 is a schematic view of the rear frame of the present invention.
  • Figure 13 is a schematic illustration of the front frame of the present invention.
  • Figure 14 is a schematic view of the bearing of the present invention.
  • the hydraulic damping control system in the articulated bus includes a front frame 1, a rear frame 2, a sensing device and a hydraulic damping device.
  • the front frame 1 rotates relative to the rear frame 2, and the sensing device is used to detect the front frame. 1 and the relative rotation angle between the rear frame 2, the hydraulic damping device provides damping control for the front frame 1 and the rear frame 2 according to the angle value detected by the sensing device, the hydraulic damping device comprises a single sliding member, and two sliding members
  • the ends are each provided with a piston, the piston projects into the corresponding cylinder, and the piston slides in the cylinder.
  • the front frame 1 is for fixed connection with the front car of the articulated bus
  • the rear frame 2 is for connecting with the rear car of the articulated bus.
  • the hydraulic damping control system of the present invention provides damping control for the current car when turning with respect to the rear car.
  • the oil circulation process is:
  • Oil storage tray ⁇ oil suction oil circuit ⁇ oil drain circuit ⁇ common oil pressure zone ⁇ pressure control oil circuit ⁇ oil return oil circuit ⁇ oil storage tray; Divided into a rod cavity and a rodless cavity, an oil absorption oil path is formed between the rod cavity and the rodless cavity, and the inner space formed by the front frame 1 and the rear frame 2 is an oil storage disk 16, the oil storage disk 16 and the rod cavity In communication, the oil sump 16 is separated from the outside by a sealing structure.
  • the piston includes a first piston 41 and a second piston 42.
  • the first piston 41 slides in the corresponding first cylinder 43, and both sides of the first piston 41 form a first oil suction passage through a one-way valve disposed inside thereof;
  • the second piston 42 slides in the corresponding second cylinder 44, and both sides of the second piston 42 form a second oil suction passage through a one-way valve provided inside.
  • the first cylinder 43 is connected to the inlet of the first one-way valve 51 through the first oil draining passage, and the second cylinder 44 is connected to the inlet of the second one-way valve 52 through the second oil draining passage, the first one-way A common pressure oil zone 53 is formed between the outlet of the valve 51 and the second check valve 52, the common pressure oil zone 53 is connected to the pressure control oil circuit 9, and the pressure control oil path 9 is connected to the oil storage disk 16 through the oil return oil passage.
  • the pressure control oil passage 9 can be a stepped multi-stage damping pressure control oil circuit, and the sensing device at this time uses a proximity switch sensor.
  • the proximity switch sensor includes an annular sensing piece 62 and a sensor 61.
  • the sensing piece 62 is fixedly coupled to the front frame 1, and the sensor 61 is fixedly coupled to the rear frame 2.
  • the multi-stage damping pressure control oil passage includes a first pressure control oil passage 91, a second pressure control oil passage 92, a third pressure control oil passage 93, and a safety overflow oil passage which are connected in parallel with each other, and the first pressure control oil passage 91 includes each other.
  • the electromagnetic reversing valve and the first damper are connected in series
  • the second pressure control oil passage 92 includes a second damper
  • the third pressure control oil passage 93 includes an electromagnetic reversing valve and a third damper connected in series
  • the safety overflow oil passage Includes a safety relief valve.
  • the second pressure control oil passage 92 forms a first stage damping control oil passage, and the first pressure control oil passage 91 and the second pressure control oil passage 92 are connected in parallel to form a second stage damping control oil passage, the first pressure control oil passage 91, the first The second pressure control oil passage 92 and the third pressure control oil passage 93 are connected in parallel to form a third stage damping control oil passage.
  • the hydraulic oil enters the oil pan 16 through the first stage damping control oil path.
  • the pressure control oil passage can also be a proportional pressure control oil passage.
  • the sensing device is a displacement sensor or an angle sensor.
  • the displacement sensor comprises an inductor 71 and a magnetic block 72.
  • the inductor 71 is fixedly connected to the cylinder head flange 11 of any one of the cylinders, and the magnet block 72 is fixed to the corresponding piston of the cylinder head flange 11.
  • the angle sensor includes a sensor 81 and a magnetic block 82.
  • the sensor 81 is fixedly connected to the rear frame 2, and the magnetic block 82 is fixedly connected to the front frame 1.
  • the proportional pressure control oil passage includes a fourth pressure control oil passage 94, a fifth pressure control oil passage 95, and a safety overflow oil passage, the fourth pressure control oil passage 94 includes a proportional relief valve, and the fifth pressure control oil passage 95 includes damping And solenoid reversing valves, safety relief lines include safety relief valves.
  • the common pressure oil zone 53 is connected to the pressure sensor; in the normal state, the electronic control system 12 controls the proportional relief valve according to the angle value detected by the displacement sensor or the angle sensor, and the fourth pressure control oil passage 94 is in the working state; When the detected pressure value deviates from the predetermined value, the solenoid valve of the fifth pressure control oil passage 95 is deenergized, and the fifth pressure control oil passage 95 is in an operating state.
  • the front frame 1 and the rear frame 2 pass between the rotating member and the single sliding member, and the front frame 1 is coupled to the rotating member.
  • the rotating member includes a large gear 101 including a rack assembly 3, a large gear 101 fixedly coupled to the front frame 1, a large gear 101 meshing with the idle gear 102, and the idle gear 102 meshing with the rack assembly 3. .
  • the bull gear 101 can be a semi-ring gear.
  • the passenger car articulation system also includes an integrated block 17, the pressure control oil circuit 9 is integrated in the manifold block 17, and the manifold block 17 is fixedly coupled to the cylinder head flange 11 of any one of the cylinder barrels. Both cylinders are connected to the manifold block 17 via a hydraulic tube assembly 13.
  • the front and rear frame sealing methods are as follows:
  • the front frame 1 and the rear frame 2 are connected by a slewing bearing, which includes a bearing outer cymbal 14 and a bearing inner cymbal 15, the front frame 1 is fixedly connected with the bearing inner cymbal 15, and the rear frame 2 is fixedly connected with the bearing outer cymbal 14.
  • a slewing bearing which includes a bearing outer cymbal 14 and a bearing inner cymbal 15
  • the front frame 1 is fixedly connected with the bearing inner cymbal
  • the rear frame 2 is fixedly connected with the bearing outer cymbal 14.
  • the inner side surface of the front frame 1 is provided with a first sealing groove, the first sealing groove is annular, the front frame sealing jaw 181 is embedded in the first sealing groove, and the front frame sealing jaw 181 abuts against the first sealing groove and Bearing inner bore 15;
  • the inner side surface of the rear frame 2 is provided with a second sealing groove, and the second sealing groove is a ring Shape, the rear frame sealing jaw 182 is embedded in the second sealing groove, the rear frame sealing jaw 182 abuts against the second sealing groove and the bearing outer flange 14, and the oil storage tray 16 in the front frame 1 and the rear frame 2 passes through the bearing
  • the inner bore 15 and the outer bore 14 are spaced apart from the outside.
  • One side of the rack assembly 3 is for engagement with the idler pulley 102, and the other side of the rack assembly 3 is provided with a wear strip.
  • the two rainbow tubes are disposed laterally in the middle of the rear frame 2, and the rainbow tube and the rear frame 2 are separated from each other; or, the cylinder tube and the rear frame 2 may be integrally provided.
  • the solenoid-operated directional control valve is energized, the fifth pressure control oil passage 95 is opened, and the pressure of the hydraulic damper system is set by the proportional relief valve in the fourth pressure control oil passage 94.
  • the pressure value of the hydraulic buffer system changes according to the vehicle speed and the turning angle of the vehicle.
  • Each vehicle speed-angle corresponds to a pressure value, and the electronic control system 12 sends the ratio according to the received vehicle speed signal and the angle signal.
  • the relief valve has a current signal that controls the proportional relief valve to set a pressure value that matches the current signal.
  • the vehicle speed signal is provided by the vehicle, and the displacement signal collected by the displacement sensor or the angle sensor is converted.
  • the pressure sensor monitors the pressure value generated by the proportional relief valve control.
  • the electronic control system 12 sends an alarm signal to the entire vehicle, and simultaneously cuts off the electromagnetic reversing valve and the ratio.
  • the power of the relief valve, the pressure control oil route fourth pressure control oil passage 94 is switched to the fifth pressure control oil passage 95. If the hinge system loses power due to power failure, the solenoid control valve and the proportional relief valve are de-energized, and the pressure control circuit is automatically switched from the fourth pressure control oil passage 94 to the fifth pressure control oil passage 95.
  • the hydraulic buffer system pressure is controlled by the fourth pressure control oil passage 94 or by the fifth pressure oil passage 95, such as the pressure value of the hydraulic buffer system reaches the pressure value set by the safety relief valve on the safety relief oil passage. At this time, the safety relief valve is opened. At this time, if the pressure value of the hydraulic buffer system is maintained at the pressure value set by the safety relief valve, the buffer system is safely protected. After the hydraulic oil passes through the control oil passage, it returns to the oil storage tray 16 in the form of low pressure oil.
  • the two cylinders When the hydraulic buffer system is in operation, the two cylinders are always filled with hydraulic oil, and in the oil storage tray 16, there is both hydraulic oil and air, and the hydraulic oil and air are present in a certain ratio.
  • the ratio of hydraulic oil to air is distributed so that when the rainbow is filled with hydraulic oil, the oil level in the oil storage tray 16 completely covers the oil hole of the oil suction passage on the piston, and the air volume ratio is not lower than the volume of the oil storage tray.
  • a certain percentage is the criterion.
  • the hydraulic buffer is divided into two types: oil pressure and oil absorption.
  • Oil filling method of operation When the buffer system is completely powered off, the oil filling port is connected to the high oil tank, and by continuously rotating the front frame of the hinge system, the piston slides in the cylinder to form a vacuum, thereby sucking the hydraulic oil into the oil storage tray.
  • the passenger vehicle articulated system with hydraulic damping control of the structure can realize multi-damping control and compact structure by using only one rack and pinion transmission structure, further saving the space of the hinge system, and hydraulic damping is arranged in the integrated block.
  • the device, multi-stage damping control design makes different amplitude damping between the front and rear frames when the relative rotation angle between the front and rear frames is different; the hydraulic damping device is safe to use, even if the system loses power, there is no danger.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种铰接客车中的液压阻尼控制系统及相应的客车铰接系统，包括前架（1）、后架（2）、传感装置（61，62；81，82）和液压阻尼装置，前架（1）相对于后架（2）转动，传感装置（61，62；81，82）用于检测前架（1）和后架（2）之间的相对转动角度，液压阻尼装置根据传感装置（61，62；81，82）所检测到的角度值为前架（1）和后架（2）提供阻尼控制，客车铰接系统中前架（1）和后架（2）之间通过转动部件（101，102）和单个滑动部件（3）进行传动。采用了该结构的液压阻尼控制的客车铰接系统，只需采用一个齿轮齿条传动结构，即可实现多阻尼控制，结构紧凑，进一步节省了铰接系统的空间，集成块内设置有液压阻尼装置，多级阻尼控制设计使得前后架之间的相对旋转角度不同时，前后架之间得到不同大小的阻尼；液压阻尼装置使用安全，即使系统失电，也不会发生危险。

Description

铰接客车中的液压阻尼控制系统及相应的客车铰接系统 技术领域
本发明涉及铰接客车技术领域， 具体是指一种铰接客车中的液压阻尼控制系统及相应的 客车铰接系统。
背景技术
铰接客车是载客汽车的一种形式， 是由铰接装置连接两个车厢的载客汽车。 由于城市人 口逐渐增加， 乘坐公共汽车的人越来越多， 一般的城市客车已经不能满足需要。 人们就釆用 类似火车列车的方式， 把两节客车连接起来， 这样， 载客量就可大大增加了。 铰接车辆一般 由两节车厢组成， 前车厢和后车厢由底盘铰接系统连接， 底盘铰接系统包括前架、 后架、 转 盘轴承和提供阻尼的液压緩冲装置， 前架通过前横梁与前车厢固定连接， 后架通过后横梁与 后车厢固定连接， 液压緩冲装置对于车辆的性能十分关键， 现有的液压緩冲装置结构大都十 分复杂， 而且容易产生漏油现象， 而且结构大都比较复杂， 此外， 当前车厢转弯时， 转动角 度不同则需要后车厢相对于前车厢转动不同的角度， 以保证正常的行驶。 发明内容
本发明的目的是克服了上述现有技术中的缺点， 提供一种结构紧凑、 緩冲效果好、 仅需 釆用一个齿条、 传动可靠、 节省空间的铰接客车中的液压阻尼控制系统及相应的客车铰接系 统。
为实现上述的目的， 本发明的铰接客车中的液压阻尼控制系统及相应的客车铰接系统釆 用以下技术方案：
该铰接客车中的液压阻尼控制系统， 其主要特点是， 包括前架、 后架、 传感装置和液压 阻尼装置， 所述的前架相对于所述的后架转动， 传感装置用于检测所述的前架和所述的后架 之间的相对转动角度， 所述的液压阻尼装置根据所述的传感装置所检测到的角度值为所述的 前架和所述的后架提供阻尼控制， 所述的液压阻尼装置包括单个的滑动部件， 所述的滑动部 件的两端均设置有活塞， 所述的活塞伸入相应的缸筒内， 且所述的活塞在该缸筒内滑动。
该铰接客车中的液压阻尼控制系统中各个所述的活塞内均设置有单向阀， 每个活塞将相 应的缸筒分割为有杆腔和无杆腔， 所述的有杆腔和所述的无杆腔之间形成吸油油路， 所述的 前架和所述的后架所形成的内部空间为储油盘， 所述的储油盘与所述的有杆腔连通。 该铰接客车中的液压阻尼控制系统中的活塞包括第一活塞和第二活塞， 所述的第一活塞 在相应的第一缸筒内滑动， 所述的第一活塞的两侧通过设置于其内部的单向阀形成第一吸油 油路； 所述的第二活塞在相应的第二缸筒内滑动， 所述的第二活塞的两侧通过设置于其内部 的单向阀形成第二吸油油路。
该铰接客车中的液压阻尼控制系统中的第一缸筒通过第一排油油路连接于第一单向阀的 进口， 所述的第二缸筒通过第二排油油路连接于第二单向阀的进口， 所述的第一单向阀和所 述的第二单向阀的出口之间形成公共压油区， 所述的公共压油区与压力控制油路连接， 所述 的压力控制油路通过回油油路与所述的储油盘连接。
该铰接客车中的液压阻尼控制系统中的压力控制油路为阶梯式多级阻尼压力控制油路， 所述的传感装置为接近开关传感器。
该铰接客车中的液压阻尼控制系统中的接近开关传感器包括环形的感应片和传感器， 所 述的感应片与所述的前架固定连接 , 所述的传感器与所述的后架固定连接。
该铰接客车中的液压阻尼控制系统中的压力控制油路为比例式压力控制油路， 所述的传 感装置为位移传感器或角度传感器。
该铰接客车中的液压阻尼控制系统中的位移传感器包括感应器和磁块， 所述的感应器与 任意一个所述的缸筒的缸头法兰固定连接， 所述的磁块固定在所述的缸头法兰对应的所述的 活塞上。
该铰接客车中的液压阻尼控制系统中的角度传感器包括感应器和磁块， 所述的感应器与 所述的后架固定连接， 所述的磁块与所述的前架固定连接。
该铰接客车中的液压阻尼控制系统中的多级阻尼压力控制油路包括相互并联的第一压力 控制油路、 第二压力控制油路、 第三压力控制油路和安全溢流油路， 所述的第一压力控制油 路包括相互串联的电磁换向阀和第一阻尼器， 所述的第二压力控制油路包括第二阻尼器， 所 述的第三压力控制油路包括串联的电磁换向阀和第三阻尼器， 所述的安全溢流油路包括安全 溢流阀。
该铰接客车中的液压阻尼控制系统中的第二压力控制油路形成第一级阻尼控制油路， 所 述的第一压力控制油路和所述的第二压力控制油路并联形成第二级阻尼控制油路， 所述的第 一压力控制油路、 所述的第二压力控制油路和所述的第三压力控制油路并联形成第三级阻尼 控制油路。
该铰接客车中的液压阻尼控制系统中的接近开关传感器所检测到的角度值为零至第一设 定角度值之间时， 液压油通过所述的第三级阻尼控制油路进入所述的储油盘； 所述的接近开关传感器所检测到的角度值为第一设定角度值至第二设定角度值之间时， 液压油通过所述的第二级阻尼控制油路进入所述的储油盘；
所述的接近开关传感器所检测到的角度值为第二设定角度值至第三设定角度值之间时， 液压油通过所述的第一级阻尼控制油路进入所述的储油盘。
该铰接客车中的液压阻尼控制系统中的比例压力控制油路包括第四压力控制油路、 第五 压力控制油路和安全溢流油路， 所述的第四压力控制油路包括比例溢流阀， 所述的第五压力 控制油路包括阻尼器和电磁换向阀， 所述的安全溢流油路包括安全溢流阀。
该铰接客车中的液压阻尼控制系统中的公共压油区与压力传感器连接； 正常状态下， 电 控系统根据所述的位移传感器或者所述的角度传感器所检测到的角度值控制所述的比例溢流 阀， 所述的第四压力控制油路处于工作状态； 当所述的压力传感器所检测到的压力值偏离预 定值时， 所述的第五压力控制油路的电磁换向阀失电， 第五压力控制油路处于工作状态。
该包含上述的液压阻尼控制系统的客车铰接系统， 其主要特点是， 所述的前架和所述的 后架之间通过转动部件和单个所述的滑动部件进行传动， 且所述的前架与所述的转动部件连 接。
该客车铰接系统中的转动部件包括大齿轮和惰轮， 所述的滑动部件包括齿条总成， 所述 的大齿轮与所述的前架固定连接， 所述的大齿轮与所述的惰轮相互啮合， 所述的惰轮与所述 的齿条总成啮合。
该客车铰接系统中的大齿轮为半环形齿轮。
该客车铰接系统中的客车铰接系统还包括集成块， 压力控制油路集成于所述的集成块内， 所述的集成块与任意一个缸筒的缸头法兰固定连接。
该客车铰接系统中的前架和所述的后架通过转盘轴承相连接， 所述的转盘轴承包括轴承 外圏和轴承内圏， 所述的前架与所述的轴承内圏固定连接， 所述的后架与所述的轴承外圏固 定连接。
该客车铰接系统中的前架的内侧表面设置有第一密封沟槽， 所述的第一密封沟槽为环形， 前架密封圏嵌设于所述的第一密封沟槽内， 所述的前架密封圏抵靠所述的第一密封沟槽和所 述的轴承内圏； 所述的后架的内侧表面设置有第二密封沟槽， 所述的第二密封沟槽为环形， 后架密封圏嵌设于所述的第二密封沟槽内， 所述的后架密封圏抵靠所述的第二密封沟槽和所 述的轴承外圏， 所述的前架和所述的后架内的储油盘通过所述的轴承内圏和所述的轴承外圏 与外界隔开。
该客车铰接系统中的齿条总成的一侧用于与所述的惰轮啮合， 所述的齿条总成的另一侧 设置有耐磨条。
该客车铰接系统中的缸筒横向设置于所述的后架中部， 且所述的缸筒与所述的后架为分 离设置； 或者， 所述的缸筒与所述的后架为一体设置。
釆用了该结构的液压阻尼控制的客车铰接系统， 只需釆用一个齿轮齿条传动结构， 即可 实现多阻尼控制， 结构紧凑， 进一步节省了铰接系统的空间， 集成块内设置有液压阻尼装置， 多级阻尼控制设计使得前后架之间的相对旋转角度不同时，前后架之间得到不同大小的阻尼； 液压阻尼装置使用安全， 即使系统失电， 也不会发生危险。 附图说明
图 1为本发明的铰接系统的示意图。
图 2为本发明的大齿轮、 惰轮和齿条总成啮合的示意图。
图 3为本发明的前架和后架的示意图。
图 4为本发明的阶梯式多级阻尼压力控制油路的示意图。
图 5为本发明的比例压力控制油路的示意图。
图 6为本发明的前架和后架的密封结构的示意图。
图 7为本发明的位移传感器的示意图。
图 8为本发明的接近开关传感器的示意图。
图 9为本发明的角度传感器的示意图。
图 10为本发明的感应片的示意图。
图 11为本发明的大齿轮的示意图。
图 12为本发明的后架的示意图。
图 13为本发明的前架的示意图。
图 14为本发明的轴承的示意图。
图中标号说明如下：
1 前架
2 后架
3 齿条总成
41 第一活塞
42 第二活塞
43 第一缸筒 44 第二缸筒
51 第一单向阀
52 第二单向阀
53 公共压油区
61 传感器
62 感应片
71 感应器
72 磁块
81 感应器
82 磁块
9 压力控制油路
91 第一压力控制油路
92 第二压力控制油路
93 第三压力控制油路
94 第四压力控制油路
95 第五压力控制油路
101 大齿轮
102 惰轮
11 缸头法兰
12 电控系统
13 液压硬管组件
14 轴承夕卜圏
15 轴承内圏
16 储油盘
17 集成块
181 前架密封圏
182 后架密封圏
为了能更清楚地理解本发明的技术内容， 特举以下实施例详细说明。 请参阅附图， 该铰接客车中的液压阻尼控制系统， 包括前架 1、 后架 2、 传感装置和液压 阻尼装置， 前架 1相对于后架 2转动， 传感装置用于检测前架 1和后架 2之间的相对转动角 度， 液压阻尼装置根据传感装置所检测到的角度值为前架 1和后架 2提供阻尼控制， 液压阻 尼装置包括单个的滑动部件， 滑动部件的两端均设置有活塞， 活塞伸入相应的缸筒内， 且活 塞在该缸筒内滑动。 前架 1用于和铰接客车的前车厢固定连接， 后架 2用于和铰接客车的后 车厢连接， 当前车相对于后车转弯时， 本发明的液压阻尼控制系统为其提供阻尼控制。
油路循环过程为：
储油盘→吸油油路→排油油路→公共压油区→压力控制油路→回油油路→储油盘； 各个活塞内均设置有单向阀， 每个活塞将相应的缸筒分割为有杆腔和无杆腔， 有杆腔和 无杆腔之间形成吸油油路， 前架 1和后架 2所形成的内部空间为储油盘 16, 储油盘 16与有 杆腔连通， 储油盘 16通过密封结构与外界隔开。
活塞包括第一活塞 41和第二活塞 42, 第一活塞 41在相应的第一缸筒 43内滑动， 第一 活塞 41的两侧通过设置于其内部的单向阀形成第一吸油油路； 第二活塞 42在相应的第二缸 筒 44内滑动， 第二活塞 42的两侧通过设置于其内部的单向阀形成第二吸油油路。
第一缸筒 43通过第一排油油路连接于第一单向阀 51的进口，第二缸筒 44通过第二排油 油路连接于第二单向阀 52的进口，第一单向阀 51和第二单向阀 52的出口之间形成公共压油 区 53 , 公共压油区 53与压力控制油路 9连接， 压力控制油路 9通过回油油路与储油盘 16连 接。
阶梯式多级阻尼压力控制油路
压力控制油路 9可以为阶梯式多级阻尼压力控制油路， 此时的传感装置釆用接近开关传 感器。
1、 接近开关传感器包括环形的感应片 62和传感器 61 , 感应片 62与前架 1 固定连接， 传感器 61与后架 2固定连接。
多级阻尼压力控制油路包括相互并联的第一压力控制油路 91、第二压力控制油路 92、第 三压力控制油路 93和安全溢流油路， 第一压力控制油路 91包括相互串联的电磁换向阀和第 一阻尼器， 第二压力控制油路 92包括第二阻尼器， 第三压力控制油路 93包括串联的电磁换 向阀和第三阻尼器， 安全溢流油路包括安全溢流阀。
第二压力控制油路 92形成第一级阻尼控制油路， 第一压力控制油路 91和第二压力控制 油路 92并联形成第二级阻尼控制油路， 第一压力控制油路 91、 第二压力控制油路 92和第三 压力控制油路 93并联形成第三级阻尼控制油路。 接近开关传感器所检测到的角度值为零至第一设定角度值之间时， 液压油通过第三级阻 尼控制油路进入储油盘 16;
接近开关传感器所检测到的角度值为第一设定角度值至第二设定角度值之间时， 液压油 通过第二级阻尼控制油路进入储油盘 16;
接近开关传感器所检测到的角度值为第二设定角度值至第三设定角度值之间时， 液压油 通过第一级阻尼控制油路进入储油盘 16。
比例压力控制油路
压力控制油路还可以为比例压力控制油路， 此时，传感装置为位移传感器或角度传感器。
1、 位移传感器包括感应器 71和磁块 72, 感应器 71与任意一个缸筒的缸头法兰 11固定 连接， 磁块 72固定在缸头法兰 11对应的活塞上。
2、 角度传感器包括感应器 81和磁块 82, 感应器 81与后架 2固定连接， 磁块 82与前架 1固定连接。
比例压力控制油路包括第四压力控制油路 94、 第五压力控制油路 95和安全溢流油路， 第四压力控制油路 94包括比例溢流阀， 第五压力控制油路 95包括阻尼器和电磁换向阀， 安 全溢流油路包括安全溢流阀。
公共压油区 53与压力传感器连接； 正常状态下， 电控系统 12根据位移传感器或者角度 传感器所检测到的角度值控制比例溢流阀， 第四压力控制油路 94处于工作状态； 当压力传感 器所检测到的压力值偏离预定值时， 第五压力控制油路 95的电磁阀失电， 第五压力控制油路 95处于工作状态。
前架 1和后架 2通之间过转动部件和单个滑动部件进行传动，且前架 1与转动部件连接。 转动部件包括大齿轮 101和惰轮 102, 滑动部件包括齿条总成 3 , 大齿轮 101与前架 1固 定连接， 大齿轮 101与惰轮 102相互啮合， 惰轮 102与齿条总成 3啮合。 大齿轮 101可以为 半环形齿轮。
该客车铰接系统还包括集成块 17, 压力控制油路 9集成于集成块 17内， 集成块 17与任 意一个缸筒的缸头法兰 11固定连接。 两个缸筒均通过液压硬管组件 13与集成块 17连接。
前架和后架密封方式如下：
前架 1和后架 2通过转盘轴承相连接， 转盘轴承包括轴承外圏 14和轴承内圏 15 , 前架 1 与轴承内圏 15固定连接， 后架 2与轴承外圏 14固定连接。 前架 1的内侧表面设置有第一密 封沟槽， 第一密封沟槽为环形， 前架密封圏 181嵌设于第一密封沟槽内， 前架密封圏 181抵 靠第一密封沟槽和轴承内圏 15; 后架 2的内侧表面设置有第二密封沟槽， 第二密封沟槽为环 形， 后架密封圏 182嵌设于第二密封沟槽内， 后架密封圏 182抵靠第二密封沟槽和轴承外圏 14, 前架 1和后架 2内的储油盘 16通过轴承内圏 15和轴承外圏 14与外界隔开。
齿条总成 3的一侧用于与惰轮 102啮合， 齿条总成 3的另一侧设置有耐磨条。
两个虹筒横向设置于后架 2中部， 且虹筒与后架 2为分离设置； 或者， 缸筒与后架 2也 可以为一体设置。
在铰接系统供电的正常情况下， 电磁换向阀得电第五压力控制油路 95断开， 液压緩冲系 统的压力由第四压力控制油路 94中的比例溢流阀设置。 这时候， 液压緩冲系统的压力值， 根 据车速和车辆转弯角度的变化而变化， 每一个车速-角度对应获得一个压力值， 电控系统 12 根据接收到的车速信号和角度信号， 发送给比例溢流阀一个电流信号， 控制比例溢流阀设置 与此电流信号相匹配的压力值。 车速信号由车辆整车提供， 位移传感器或角度传感器釆集到 的位移信号经换算后得出。 压力传感器对比例溢流阀控制产生的压力值进行监测， 当检测到 的压力值偏离预定压力值到一定压力范围时， 电控系统 12给整车发送报警信号， 同时切断电 磁换向阀和比例溢流阀的电源，压力控制油路由第四压力控制油路 94切换至第五压力控制油 路 95。 如果铰接系统因故断电时， 电磁换向阀和比例溢流阀失电， 压力控制油路自动由第四 压力控制油路 94切换至第五压力控制油路 95。 不管液压緩冲系统压力是由第四压力控制油 路 94, 还是由第五压力油路 95控制， 如液压緩冲系统的压力值达到安全溢流油路上的安全 溢流阀设定的压力值时， 安全溢流阀开启， 此时， 如液压緩冲系统的压力值保持在安全溢流 阀设定的压力值上， 对緩冲系统起安全保护的作用。 液压油经过控制油路后， 以低压油方式 返回储油盘 16。
液压緩冲系统在工作时， 两个缸筒内总是充满液压油的， 而储油盘 16内， 同时存在液压 油和空气， 液压油和空气按一定的比例存在。 液压油和空气的比例分配， 以当虹筒内充满液 压油时， 储油盘 16内的油位完全遮盖活塞上吸油油路的油孔， 同时， 空气体积比例不低于储 油盘容积的一定比例为准则。 液压緩冲器的注油分为压油和吸油两种方式。
压油的注油方式操作方法：
在緩冲系统完全断电状态下， 使用油泵设定一定的压力， 往注油口输送液压油， 同时打 开排气口， 使储油盘及液压管道内的空气排放数来， 当排气口排放出没有气泡的液压油时， 关闭注油口， 打开排气口， 转动铰接系统的前架， 带动大齿轮转动， 齿条总成在缸筒内滑动， 从排气口排出一定比例液压油， 同时吸入相应比例的空气， 关闭排气口， 液压緩冲系统注油 完成。
吸油的注油方式操作方法： 在緩冲系统完全断电状态下， 注油口接通高位油箱， 通过连续转动铰接系统前架， 使活 塞在缸筒内滑动， 形成真空， 从而把液压油吸入储油盘。
釆用了该结构的液压阻尼控制的客车铰接系统， 只需釆用一个齿轮齿条传动结构， 即可 实现多阻尼控制， 结构紧凑， 进一步节省了铰接系统的空间， 集成块内设置有液压阻尼装置， 多级阻尼控制设计使得前后架之间的相对旋转角度不同时，前后架之间得到不同大小的阻尼； 液压阻尼装置使用安全， 即使系统失电， 也不会发生危险。
在此说明书中， 本发明已参照其特定的实施例作了描述。 但是， 很显然仍可以作出各种 修改和变换而不背离本发明的精神和范围。 因此， 说明书和附图应被认为是说明性的而非限 制性的。

Claims

权利要求
1、 一种铰接客车中的液压阻尼控制系统， 其特征在于， 包括前架、 后架、 传感装置和液 压阻尼装置， 所述的前架相对于所述的后架转动， 传感装置用于检测所述的前架和所述的后 架之间的相对转动角度， 所述的液压阻尼装置根据所述的传感装置所检测到的角度值为所述 的前架和所述的后架提供阻尼控制， 所述的液压阻尼装置包括单个的滑动部件， 所述的滑动 部件的两端均设置有活塞， 所述的活塞伸入相应的缸筒内， 且所述的活塞在该缸筒内滑动。
2、根据权利要求 1所述的铰接客车中的液压阻尼控制系统， 其特征在于， 各个所述的活 塞内均设置有单向阀， 每个活塞将相应的缸筒分割为有杆腔和无杆腔， 所述的有杆腔和所述 的无杆腔之间形成吸油油路， 所述的前架和所述的后架所形成的内部空间为储油盘， 所述的 储油盘与所述的有杆腔连通。
3、根据权利要求 2所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的活塞包 括第一活塞和第二活塞， 所述的第一活塞在相应的第一缸筒内滑动， 所述的第一活塞的两侧 通过设置于其内部的单向阀形成第一吸油油路； 所述的第二活塞在相应的第二缸筒内滑动， 所述的第二活塞的两侧通过设置于其内部的单向阀形成第二吸油油路。
4、根据权利要求 3所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的第一缸 筒通过第一排油油路连接于第一单向阀的进口， 所述的第二缸筒通过第二排油油路连接于第 二单向阀的进口， 所述的第一单向阀和所述的第二单向阀的出口之间形成公共压油区， 所述 的公共压油区与压力控制油路连接，所述的压力控制油路通过回油油路与所述的储油盘连接。
5、根据权利要求 4所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的压力控 制油路为阶梯式多级阻尼压力控制油路， 所述的传感装置为接近开关传感器。
6、根据权利要求 5所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的接近开 关传感器包括环形的感应片和传感器， 所述的感应片与所述的前架固定连接， 所述的传感器 与所述的后架固定连接。
7、根据权利要求 4所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的压力控 制油路为比例式压力控制油路， 所述的传感装置为位移传感器或角度传感器。
8、根据权利要求 7所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的位移传 感器包括感应器和磁块， 所述的感应器与任意一个所述的缸筒的缸头法兰固定连接， 所述的 磁块固定在所述的缸头法兰对应的所述的活塞上。
9、根据权利要求 7所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的角度传 感器包括感应器和磁块， 所述的感应器与所述的后架固定连接， 所述的磁块与所述的前架固 定连接。
10、 根据权利要求 6所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的多级 阻尼压力控制油路包括相互并联的第一压力控制油路、 第二压力控制油路、 第三压力控制油 路和安全溢流油路， 所述的第一压力控制油路包括相互串联的电磁换向阀和第一阻尼器， 所 述的第二压力控制油路包括第二阻尼器， 所述的第三压力控制油路包括串联的电磁换向阀和 第三阻尼器， 所述的安全溢流油路包括安全溢流阀。
11、 根据权利要求 10所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的第二 压力控制油路形成第一级阻尼控制油路， 所述的第一压力控制油路和所述的第二压力控制油 路并联形成第二级阻尼控制油路， 所述的第一压力控制油路、 所述的第二压力控制油路和所 述的第三压力控制油路并联形成第三级阻尼控制油路。
12、 根据权利要求 11所述的铰接客车中的液压阻尼控制系统， 其特征在于： 所述的接近开关传感器所检测到的角度值为零至第一设定角度值之间时， 液压油通过所 述的第三级阻尼控制油路进入所述的储油盘；
所述的接近开关传感器所检测到的角度值为第一设定角度值至第二设定角度值之间时， 液压油通过所述的第二级阻尼控制油路进入所述的储油盘；
所述的接近开关传感器所检测到的角度值为第二设定角度值至第三设定角度值之间时， 液压油通过所述的第一级阻尼控制油路进入所述的储油盘。
13、 根据权利要求 7所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的比例 压力控制油路包括第四压力控制油路、 第五压力控制油路和安全溢流油路， 所述的第四压力 控制油路包括比例溢流阀， 所述的第五压力控制油路包括阻尼器和电磁换向阀， 所述的安全 溢流油路包括安全溢流阀。
14、根据权利要求 13所述的铰接客车中的液压阻尼控制系统， 其特征在于， 所述的公共 压油区与压力传感器连接； 正常状态下， 电控系统根据所述的位移传感器或者所述的角度传 感器所检测到的角度值控制所述的比例溢流阀， 所述的第四压力控制油路处于工作状态； 当 所述的压力传感器所检测到的压力值偏离预定值时， 所述的第五压力控制油路的电磁换向阀 失电， 第五压力控制油路处于工作状态。
15、 一种包含权利要求 1所述的液压阻尼控制系统的客车铰接系统， 其特征在于， 所述 的前架和所述的后架之间通过转动部件和单个所述的滑动部件进行传动， 且所述的前架与所 述的转动部件连接。
16、根据权利要求 15所述的客车铰接系统， 其特征在于， 所述的转动部件包括大齿轮和 惰轮， 所述的滑动部件包括齿条总成， 所述的大齿轮与所述的前架固定连接， 所述的大齿轮 与所述的惰轮相互啮合， 所述的惰轮与所述的齿条总成啮合。
17、 根据权利要求 16所述的客车铰接系统， 其特征在于， 所述的大齿轮为半环形齿轮。
18、 根据权利要求 15所述的客车铰接系统， 其特征在于， 所述的客车铰接系统还包括集 成块， 压力控制油路集成于所述的集成块内， 所述的集成块与任意一个缸筒的缸头法兰固定 连接。
19、 根据权利要求 15所述的客车铰接系统， 其特征在于， 所述的前架和所述的后架通过 转盘轴承相连接， 所述的转盘轴承包括轴承外圏和轴承内圏， 所述的前架与所述的轴承内圏 固定连接， 所述的后架与所述的轴承外圏固定连接。
20、 根据权利要求 19所述的客车铰接系统， 其特征在于， 所述的前架的内侧表面设置有 第一密封沟槽， 所述的第一密封沟槽为环形， 前架密封圏嵌设于所述的第一密封沟槽内， 所 述的前架密封圏抵靠所述的第一密封沟槽和所述的轴承内圏； 所述的后架的内侧表面设置有 第二密封沟槽， 所述的第二密封沟槽为环形， 后架密封圏嵌设于所述的第二密封沟槽内， 所 述的后架密封圏抵靠所述的第二密封沟槽和所述的轴承外圏， 所述的前架和所述的后架内的 储油盘通过所述的轴承内圏和所述的轴承外圏与外界隔开。
21、 根据权利要求 16所述的客车铰接系统， 其特征在于， 所述的齿条总成的一侧用于与 所述的惰轮啮合， 所述的齿条总成的另一侧设置有耐磨条。
22、根据权利要求 18所述的客车铰接系统， 其特征在于， 所述的缸筒横向设置于所述的 后架中部， 且所述的缸筒与所述的后架为分离设置； 或者， 所述的缸筒与所述的后架为一体 设置。
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