CN217002455U - Hydraulic device for railway vehicle running mechanism - Google Patents
Hydraulic device for railway vehicle running mechanism Download PDFInfo
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- CN217002455U CN217002455U CN202220839069.3U CN202220839069U CN217002455U CN 217002455 U CN217002455 U CN 217002455U CN 202220839069 U CN202220839069 U CN 202220839069U CN 217002455 U CN217002455 U CN 217002455U
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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
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
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Abstract
The utility model relates to a hydraulic device for a running mechanism of a railway vehicle, which comprises hydraulic cylinders, hydraulic pipes and electromagnetic valves, wherein the hydraulic cylinders are respectively arranged on two sides of the vehicle in a paired mode and used for providing equivalent bending rigidity for axles, the hydraulic pipes are used for connecting all chambers of the hydraulic cylinders and supplying hydraulic media to circulate, and the electromagnetic valves are used for opening and closing the hydraulic pipes so as to change the equivalent bending rigidity output by the hydraulic cylinders.
Description
Technical Field
The utility model relates to the technical field of rails, in particular to a hydraulic device for a running mechanism of a rail vehicle.
Background
With the high-speed development of economy and the continuous promotion of urbanization process in China, a large number of rural residents are transferred to cities for development, so that the number of urban population is increased rapidly, the scale of urban construction is gradually enlarged, and the ground traffic of many cities cannot meet the huge passenger demand. The urban rail transit industry is rapidly developing due to its rapid and convenient characteristics, and more cities incorporate rail transit into urban planning. However, the existing technical problems of rail transit still prevent the rapid development of rail transit, and for rail vehicles running at high speed, the conditions of wheel set abrasion and untight joint between the wheel set and the rail inevitably occur, which has considerable influence on the durability and the driving safety of the vehicles, and in severe cases, serious accidents such as train derailment and the like can also be caused, so how to solve the problems is a hotspot of research in the industry.
The publication No. CN207630903U proposes a hydraulic device and a vehicle using the hydraulic device, which comprises a front pair of hydraulic cylinders and a rear pair of hydraulic cylinders respectively corresponding to four wheels of the vehicle, wherein in the front pair of hydraulic cylinders and the rear pair of hydraulic cylinders, a rod cavity and a rodless cavity of one hydraulic cylinder of the same pair are selectively communicated with a rod cavity and a rodless cavity of the other hydraulic cylinder through an electromagnetic directional valve, the rod cavities of the two hydraulic cylinders on the left side and the right side are communicated through a first oil pipeline, the rodless cavities are communicated through a second oil pipeline, the first oil pipeline and the second oil pipeline are respectively connected with an energy accumulator, the hydraulic interconnection device also comprises two main oil pipelines respectively communicated with the first oil pipeline and the second oil pipeline and used for connecting an oil tank and an oil pump, the two main oil pipelines are sequentially connected in series with a first electromagnetic valve for reversing and cutting off the two main oil pipelines and a second electromagnetic valve for shunting and parallel-flowing the two main oil pipelines along the flow direction of the hydraulic cylinders, the hydraulic interconnection device further comprises a control device and height detection devices which are connected with the control device and are respectively used for measuring the heights of two sides of the vehicle, and the control device is in control connection with the electromagnetic directional valve, the first electromagnetic valve and the second electromagnetic valve.
However, the existing axle longitudinal positioning technology of railway vehicles is mainly to connect the axle with the bogie through a longitudinal connecting rod and a rubber gasket. Since the axle is required to transmit a very large traction force through the longitudinal links and the rubber pads when the rail vehicle is driven, the rigidity of the links and the rubber pads needs to be sufficiently large. When the railway vehicle turns, the rigidity of the connecting rod and the rubber gasket is expected to be smaller, so that the equivalent stiffness of the wheel set is smaller, the wheel set can be better attached to a wheel rail, and the abrasion of the wheel set and the rail is reduced. The prior art can not well balance the contradictory requirements on the rigidity of the longitudinal connecting rod when the vehicle is driven and turns. Especially for subways, because of the limitation of terrain conditions, the turning radius of the subways is smaller compared with that of motor cars and high-speed railways, the relative turning angles of two axles of a bogie need to be larger during turning, and otherwise, the abrasion of wheel sets and rails is more serious.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
SUMMERY OF THE UTILITY MODEL
In view of the deficiencies of the prior art, the present invention provides a hydraulic device for a railway vehicle running gear, which comprises hydraulic cylinders arranged on two sides of a vehicle in pairs respectively for providing equivalent bending stiffness for axles, hydraulic pipes for connecting each chamber of the hydraulic cylinders for flowing hydraulic medium, and electromagnetic valves for opening and closing the hydraulic pipes to change the equivalent bending stiffness output by the hydraulic cylinders.
According to a preferred embodiment, the rodless chambers of the hydraulic cylinders are communicated with each other through hydraulic pipes to form a first hydraulic branch, the rod chambers are communicated with each other through hydraulic pipes to form a second hydraulic branch, and solenoid valves capable of independently controlling the communication/blocking of the chambers of the hydraulic cylinders are arranged on the hydraulic pipes extending from the chambers of the hydraulic cylinders in the two hydraulic branches.
According to a preferred embodiment, the first hydraulic branch comprises several sections of hydraulic pipes, wherein the first pipe communicates the rodless chambers of the first and second hydraulic cylinders, the second pipe communicates the rodless chambers of the third and fourth hydraulic cylinders, the third pipe communicates the rod chambers of the first and second hydraulic cylinders, the fourth pipe communicates the rod chambers of the third and fourth hydraulic cylinders, the first pipe is connected to the second pipe through a fifth pipe to form the first hydraulic branch, and the third pipe communicates with the fourth pipe through a sixth pipe to form the second hydraulic branch.
According to a preferred embodiment, the first solenoid valve and the second solenoid valve are arranged on the third pipeline with the joint of the third pipeline and the sixth pipeline as a spacing point, the third solenoid valve and the fourth solenoid valve are arranged on the first pipeline with the joint of the first pipeline and the fifth pipeline as a spacing point, the fifth solenoid valve and the sixth solenoid valve are arranged on the fourth pipeline with the joint of the fourth pipeline and the sixth pipeline as a spacing point, and the seventh solenoid valve and the eighth solenoid valve are arranged on the second pipeline with the joint of the second pipeline and the fifth pipeline as a spacing point. Preferably, the solenoid valves are connected in parallel with each other to the controller so as to be opened and closed by an electric signal.
According to a preferred embodiment, the two hydraulic branches are also provided with a damping valve connected to the hydraulic branches in such a way as to provide damping for the hydraulic devices, the damping valve being arranged between the chamber of each hydraulic cylinder and the corresponding solenoid valve and acting independently on each hydraulic chamber.
According to a preferred embodiment, a plurality of accumulators are arranged between each damping valve and the corresponding solenoid valve on both hydraulic branches, the accumulators being connected to the hydraulic branches in such a way that they can replenish and store hydraulic medium for the hydraulic branches.
According to a preferred embodiment, when the rail vehicle is moving straight, the solenoid valves are each in a closed state, and the hydraulic medium in each chamber of the hydraulic cylinder is kept in a relatively stationary state, so that the axle connected to the hydraulic cylinder is kept in a relatively stationary state in the direction of travel of the vehicle.
According to a preferred embodiment, when the rail vehicle turns, the electromagnetic valve is opened in a manner of communicating with the hydraulic pipes on two sides of the electromagnetic valve, so that the axle on two wheel pairs changes the relative position between the two wheel pairs due to the mechanical action of the bent rail, and at least part of the hydraulic medium in at least one part of the hydraulic cylinder chambers flows into the other part of the hydraulic cylinder chambers through the hydraulic branch.
According to a preferred embodiment, the hydraulic cylinder is arranged in a detachable manner on a bogie/axle of the rail vehicle, and the piston rod in the hydraulic cylinder is connected to the axle/bogie in such a manner that it opposes the hydraulic cylinder, so that the axle brings about a flow of hydraulic medium in the hydraulic cylinder when changing position.
According to another preferred embodiment, the first solenoid valve is arranged between the first hydraulic cylinder and the connection of the first line and the fifth line, the second solenoid valve is arranged between the first hydraulic cylinder and the connection of the third line and the sixth line, the third solenoid valve is arranged on the fifth line, the fourth solenoid valve is arranged on the sixth line, the fifth solenoid valve is arranged between the fourth hydraulic cylinder and the connection of the second line and the fifth line, and the sixth solenoid valve is arranged between the fourth hydraulic cylinder and the connection of the fourth line and the sixth line. Preferably, the solenoid valves are connected in parallel with each other to the controller so as to be opened and closed by an electric signal.
The utility model has the beneficial technical effects that: the device consists of a hydraulic cylinder, an energy accumulator, a damping valve, an electromagnetic valve, a controller and a hydraulic pipe, wherein the controller controls the opening/closing of the electromagnetic valve to realize the interconnected work or the independent work of the hydraulic cylinder, the hydraulic cylinder can provide enough longitudinal rigidity for an axle during the interconnected work to ensure the transmission of traction force driven by a vehicle, and simultaneously can provide smaller wheel set equivalent bending rigidity to ensure that wheels are better contacted with a track during the turning of the vehicle, thereby reducing the abrasion of the wheel set and the track; the hydraulic cylinder can provide larger longitudinal rigidity when working alone, and the wheel alignment is better ensured. The contradiction requirement on the rigidity of the longitudinal connecting rod of the axle faced by the prior art is greatly solved.
Drawings
FIG. 1 is a schematic diagram of a hydraulic assembly for a railway vehicle running gear according to the present invention;
fig. 2 is a schematic view of a hydraulic apparatus provided by the present invention in embodiment 1;
FIG. 3 is a schematic view of a hydraulic apparatus provided by the present invention in embodiment 2;
FIG. 4 is a schematic view of a hydraulic apparatus provided by the present invention in embodiment 3;
fig. 5 is a schematic diagram of the hydraulic apparatus provided by the present invention in embodiment 4.
List of reference numerals
1: a hydraulic cylinder; 2: an accumulator; 3: an electromagnetic valve; 4: a damping valve; 5: a controller; 7: a hydraulic tube; 11: a first hydraulic cylinder; 12: a second hydraulic cylinder; 13: a third hydraulic cylinder; 14: a fourth hydraulic cylinder; 21: a first accumulator; 22: a second accumulator; 23: a third accumulator; 24: a fourth accumulator; 25: a fifth accumulator; 26: a sixth accumulator; 27: a seventh accumulator; 28: an eighth accumulator; 31: a first solenoid valve; 32: a second solenoid valve; 33: a third electromagnetic valve; 34: a fourth solenoid valve; 35: a fifth solenoid valve; 36: a sixth electromagnetic valve; 37: a seventh electromagnetic valve; 38: an eighth solenoid valve; 41: a first damping valve; 42: a second damping valve; 43: a third damping valve; 44: a fourth damping valve; 45: a fifth damping valve; 46: a sixth damping valve; 47: a seventh damping valve; 48: an eighth damping valve; 61: a first wheel; 62: a first axle; 63: a second wheel; 64: a third wheel; 65: a second axle; 66: a fourth wheel; 71: a first pipeline; 72: a second pipeline; 73: a third pipeline; 74: a fourth pipeline; 75: a fifth pipeline; 76: a sixth pipeline.
Detailed Description
The following detailed description is made with reference to the accompanying drawings.
Example 1
Fig. 1 shows a hydraulic device for a running gear of a rail vehicle, comprising: hydraulic cylinders 1 provided in pairs on both sides of the vehicle, respectively, for providing equivalent bending rigidity to the axle; a hydraulic pipe 7 for connecting each chamber of the hydraulic cylinder 1 for circulating hydraulic medium; and an electromagnetic valve 3 for opening and closing the hydraulic pipe 7 to change the equivalent bending rigidity output by the hydraulic cylinder 1.
According to a preferred embodiment, the rodless chambers of the hydraulic cylinders 1 are communicated with each other through a hydraulic pipe 7 to form a first hydraulic branch, the rod chambers are communicated with each other through the hydraulic pipe 7 to form a second hydraulic branch, and the hydraulic pipe 7 extending from the chambers of the hydraulic cylinders 1 in the two hydraulic branches is provided with an electromagnetic valve 3 capable of independently controlling the communication/blocking of the chambers of the respective hydraulic cylinders 1.
According to a preferred embodiment, the first hydraulic branch comprises several sections of hydraulic pipes 7, wherein a first conduit 71 connects the rodless chambers of the first and second cylinders 11, 12, a second conduit 72 connects the rodless chambers of the third and fourth cylinders 13, 14, a third conduit 73 connects the rodless chambers of the first and second cylinders 11, 12, a fourth conduit 74 connects the rodless chambers of the third and fourth cylinders 13, 14, the first conduit 71 is connected to the second conduit 72 via a fifth conduit 75 to form the first hydraulic branch, and the third conduit 73 is connected to the fourth conduit 74 via a sixth conduit 76 to form the second hydraulic branch. Preferably, the cylinder 1 is arranged between the axle and the bogie in its own length direction such that the piston rod in the cylinder 1 is connected to the axle and the other end of the cylinder 1 is connected to the bogie, further preferably the piston rod of the first cylinder 11 is connected to a first wheel 61 on one end of a first axle 62, the piston rod of the third cylinder 13 is connected to a second wheel 63 on the other end of the first axle 62, the piston rod of the second cylinder 12 is connected to a third wheel 64 on one end of a second axle 65, and the piston rod of the fourth cylinder 14 is connected to a fourth wheel 66 on the other end of the second axle 65. Preferably, one end of the first hydraulic cylinder 11, the second hydraulic cylinder 12, the third hydraulic cylinder 13 and the fourth hydraulic cylinder 14, which is not provided with a piston rod, is fixedly connected to the bogie, so that the piston rod can provide pushing/pulling force to the two axles based on the hydraulic cylinder 1 fixedly connected to the bogie, and the axles are forced to change the original position and direction of the axes thereof.
According to a preferred embodiment, the solenoid valve 3 is capable of controlling the communication of the hydraulic branch in an open/closed manner, and preferably, the first solenoid valve 31 and the second solenoid valve 32 are disposed on the third line 73 with the junction of the third line 73 and the sixth line 76 as a spaced point, the third solenoid valve 33 and the fourth solenoid valve 34 are disposed on the first line 71 with the junction of the first line 71 and the fifth line 75 as a spaced point, the fifth solenoid valve 35 and the sixth solenoid valve 36 are disposed on the fourth line 74 with the junction of the fourth line 74 and the sixth line 76 as a spaced point, and the seventh solenoid valve 37 and the eighth solenoid valve 38 are disposed on the second line 72 with the junction of the second line 72 and the fifth line 75 as a spaced point. Preferably, the solenoid valves 3 are connected in parallel to each other to the controller in such a manner that they can be opened and closed by an electric signal, so that each solenoid valve 3 can open/close the line it controls separately in a mutually independent manner. Preferably, the control of the opening/closing of the solenoid valves 3 can enable the hydraulic cylinders 1 to be in a single or at least partially interconnected working state, so that the flexibility of the whole device is improved, and meanwhile, redundant backup is provided for the solenoid valves 3 and other components, so that the whole device can continuously maintain a stable working state through the regulation and control of the controller when at least part of the solenoid valves 3 are in failure.
According to a preferred embodiment, the two hydraulic branches are also provided with a damping valve 4 connected to the hydraulic branches in such a way as to provide damping for the hydraulic devices, the damping valve 4 being arranged between the chamber of each hydraulic cylinder 1 and the corresponding solenoid valve 3 and acting independently on each hydraulic chamber. Preferably, the first damping valve 42 is disposed on the third pipeline 73 on the side close to the first hydraulic cylinder 11, the second damping valve 42 is disposed on the first pipeline 71 on the side close to the first hydraulic cylinder 11, the third damping valve 43 is disposed on the first pipeline 71 on the side close to the second hydraulic cylinder 12, the fourth damping valve 44 is disposed on the third pipeline 73 on the side close to the second hydraulic cylinder 12, the fifth damping valve 45 is disposed on the fourth pipeline 74 on the side close to the third hydraulic cylinder 13, the sixth damping valve 46 is disposed on the second pipeline 72 on the side close to the third hydraulic cylinder 13, the seventh damping valve 47 is disposed on the second pipeline 72 on the side close to the fourth hydraulic cylinder 14, and the eighth damping valve 48 is disposed on the fourth pipeline 74 on the side close to the fourth hydraulic cylinder 14.
According to a preferred embodiment, a plurality of accumulators 2 are arranged on the two hydraulic branches between each damping valve 4 and the corresponding solenoid valve 3, and the accumulators 2 are connected to the hydraulic branches in such a way that they can replenish and store hydraulic medium in the hydraulic branches. Preferably, the accumulators 2 comprise a first, a second, a third, a fourth, a fifth, a sixth, a seventh, and an eighth accumulator, each accumulator 2 being arranged adjacent to the damping valve 4 and enabling each accumulator 2 to be arranged in a coordinated manner on the line between the corresponding solenoid valve 3 and the damping valve 4, for example, the first accumulator 21 being arranged on the third line 73 between the first damping valve 42 and the first solenoid valve 31, the second accumulator 22 being arranged on the third line 73 between the second solenoid valve 32 and the fourth damping valve 44, the remaining accumulators 2 being able to be coordinated with the corresponding solenoid valves 3 and damping valves 4 in the manner described above, such that each line directly connected to the hydraulic cylinder 1 has an accumulator 2 which is able to independently provide a damping and a supplementary hydraulic medium function thereto.
According to another preferred embodiment, the setting positions of the energy accumulator 2 and the damping valve 4 can be interchanged, i.e. a single energy accumulator 2 or damping valve 4 can be provided at any point on the sum of the aforementioned setting positions of the energy accumulator 2 and the damping valve 4.
According to a preferred embodiment, when the rail vehicle is running straight, the electromagnetic valve 3 is disconnected (valve is closed) through the controller 5, the 4 hydraulic cylinders 1 work independently, the hydraulic cylinders 1 and the connected damping valve 4 and the accumulator 2 form a hydro-pneumatic spring, wherein the energy accumulator 2 plays the roles of buffering, providing rigidity and supplementing hydraulic oil, the adjustable damping valve 4 provides different damping force and the role of buffering hydraulic impact force, the hydro-pneumatic spring has larger longitudinal rigidity and damping by closing the electromagnetic valve 3, the traction force of the axle can be transferred to the bogie, and the longitudinal positioning function is realized on the axle at the same time, according to signals such as real-time speed and acceleration of the rail vehicle, longitudinal speed of an axle, longitudinal acceleration of the axle and the like, the controller 5 controls the adjustable damping valve 4 to output corresponding damping force, so that the axle achieves a good vibration damping effect.
According to a preferred embodiment, when the rail vehicle turns, a vehicle turning signal is used as an input signal of the controller 5, the electromagnetic valves 3 are opened through the controller 5, and the 4 hydraulic cylinders 1 are communicated with each other, in the interconnection mode, when the two axles of the bogie move in a contraction or expansion mode, the hydraulic device can provide large longitudinal rigidity to play a role in positioning the axles, and when the two axles of the bogie move in a relative rotation angle (namely, when the two axles turn, the inner wheels move in opposite directions and the outer wheels move in opposite directions), the hydraulic device can provide small equivalent bending rigidity of the wheel set, so that the wheel set can be attached to the rail in a self-adaptive mode when the vehicle turns, the abrasion of the wheel set and the rail is reduced, and the running stability and safety of the rail vehicle are provided.
According to a preferred embodiment, the hydraulic device can provide longitudinal rigidity for the axle when the railway vehicle runs straight, and the longitudinal rigidity can play a role in positioning the wheels longitudinally; the hydraulic device can provide low equivalent bending rigidity for two wheel sets of the bogie when the railway vehicle turns, so that the two wheel sets can generate relative turning angles in a self-adaptive mode to ensure that the wheel sets are attached to the track, and abrasion of the wheel sets is reduced.
Example 2
This embodiment is a supplementary description of embodiment 1, and repeated descriptions are omitted. As shown in fig. 3, the components in the present embodiment are the same as those in embodiment 1, except that in embodiment 1, the first axle 62 is connected to the piston rods of the first hydraulic cylinder 11 and the third hydraulic cylinder 13; second axle 65 is connected to the piston rods of second cylinder 12 and fourth cylinder 14. In embodiment 2, the first axle 62 is connected to the piston rods of the first hydraulic cylinder 11 and the third hydraulic cylinder 13; the second axle 65 is connected to the ends of the second cylinder 12 and the fourth cylinder 14 where no piston rod is disposed.
According to another preferred embodiment, the hydraulic cylinder 1 is arranged in a detachable manner on a bogie/axle of a rail vehicle, and the piston rod in the hydraulic cylinder 1 is connected to the axle/bogie in such a way that it opposes the hydraulic cylinder 1, so that the axle, when changing position, brings about a flow of hydraulic medium in the hydraulic cylinder 1.
Example 3
This embodiment is a supplementary explanation of embodiment 2, and repeated contents are not repeated, as shown in fig. 4, compared with embodiment 2, the hydraulic device is provided with at least part of the damping valves 4 less, and the arrangement of other parts is the same as that of embodiment 2.
Example 4
This embodiment is a supplementary description to embodiment 3, and repeated contents are not repeated. As shown in fig. 5, the hydraulic apparatus has 2 fewer solenoid valves 3 than in embodiment 3, and the arrangement of the hydraulic cylinder 1 and the accumulator 2 is the same as in embodiment 3. Preferably, the first solenoid valve 31 is disposed between the first cylinder 11 and the junction of the first conduit 71 and the fifth conduit 75, the second solenoid valve 32 is disposed between the first cylinder 11 and the junction of the third conduit 73 and the sixth conduit 76, the third solenoid valve 33 is disposed on the fifth conduit 75, the fourth solenoid valve 34 is disposed on the sixth conduit 76, the fifth solenoid valve 35 is disposed between the fourth cylinder 14 and the junction of the second conduit 72 and the fifth conduit 75, and the sixth solenoid valve 36 is disposed between the fourth cylinder 14 and the junction of the fourth conduit 74 and the sixth conduit 76. Preferably, the solenoid valves 3 are connected in parallel with each other to the controller 5 so as to be opened and closed by an electric signal.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the utility model. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the utility model is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", all indicating that the respective paragraphs disclose an independent concept, the applicant reserves the right to submit divisional applications according to each inventive concept.
Claims (10)
1. A hydraulic device for a railway vehicle running gear, comprising:
hydraulic cylinders (1) provided in pairs on both sides of a vehicle, respectively, for providing equivalent bending rigidity to an axle,
a hydraulic pipe (7) for connecting each chamber of the hydraulic cylinder for the circulation of a hydraulic medium,
an electromagnetic valve (3) for opening and closing the hydraulic pipe (7) to change the equivalent bending stiffness output by the hydraulic cylinder (1),
the hydraulic cylinder is characterized in that rodless chambers of the hydraulic cylinders (1) are communicated with each other through hydraulic pipes (7) to form a first hydraulic branch, rod chambers are communicated with each other through the hydraulic pipes (7) to form a second hydraulic branch, and electromagnetic valves (3) capable of independently controlling the chambers of the hydraulic cylinders (1) to be communicated with/blocked from each other are arranged on the hydraulic pipes (7) extending from the chambers of the hydraulic cylinders (1) in the two hydraulic branches.
2. A hydraulic device according to claim 1, characterized in that the first hydraulic branch comprises several sections of hydraulic pipes (7), wherein a first line (71) connects the rodless chambers of the first and second hydraulic cylinders (11, 12), a second line (72) connects the rodless chambers of the third and fourth hydraulic cylinders (13, 14), a third line (73) connects the rodless chambers of the first and second hydraulic cylinders (11, 12), a fourth line (74) connects the rodless chambers of the third and fourth hydraulic cylinders (13, 14), the first line (71) is connected to the second line (72) via a fifth line (75) to form the first hydraulic branch, and the third line (73) is connected to the fourth line (74) via a sixth line (76) to form the second hydraulic branch.
3. The hydraulic apparatus according to claim 2, wherein the first solenoid valve (31) and the second solenoid valve (32) are disposed on the third line (73) with a junction of the third line (73) and the sixth line (76) as a spaced point, the third solenoid valve (33) and the fourth solenoid valve (34) are disposed on the first line (71) with a junction of the first line (71) and the fifth line (75) as a spaced point, the fifth solenoid valve (35) and the sixth solenoid valve (36) are disposed on the fourth line (74) with a junction of the fourth line (74) and the sixth line (76) as a spaced point, and the seventh solenoid valve (37) and the eighth solenoid valve (38) are disposed on the second line (72) with a junction of the second line (72) and the fifth line (75) as a spaced point.
4. A hydraulic device according to claim 3, characterized in that the two hydraulic branches are further provided with a damping valve (4) connected to the hydraulic branches in such a way as to be able to provide damping for the hydraulic device, the damping valve (4) being arranged between the chamber of each hydraulic cylinder (1) and the corresponding solenoid valve (3) and acting independently on each hydraulic chamber.
5. A hydraulic arrangement according to claim 4, characterized in that a number of accumulators (2) are arranged in the two hydraulic branches between each damping valve (4) and the corresponding solenoid valve (3), said accumulators (2) being connected to the hydraulic branches in such a way that they can replenish and store hydraulic medium in the hydraulic branches.
6. A hydraulic arrangement according to claim 5, characterised in that the solenoid valves (3) are each in a closed state when the rail vehicle is travelling straight, and the hydraulic medium in each chamber of the hydraulic cylinder (1) is kept relatively stationary, so that the axle connected to the hydraulic cylinder (1) is kept relatively stationary in the direction of travel of the vehicle.
7. Hydraulic arrangement according to claim 6, characterised in that when the rail vehicle is turning, the solenoid valve opens in connection with the hydraulic pipes on both sides of itself, so that the axle on both wheel pairs changes relative position between them due to the mechanical effect of the curved track, at least part of the hydraulic medium in at least part of the hydraulic cylinder (1) chambers flows into the other part of the hydraulic cylinder (1) chambers through the hydraulic branch.
8. A hydraulic arrangement according to claim 7, characterized in that the hydraulic cylinder (1) is arranged in a detachable manner on a bogie/axle of a rail vehicle, and that the piston rod in the hydraulic cylinder (1) is connected to the axle/bogie in such a manner that it is opposite the hydraulic cylinder (1) so that the axle, when changing position, entrains the hydraulic medium in the hydraulic cylinder (1) to flow.
9. A hydraulic device according to claim 2, characterized in that a first solenoid valve (31) is arranged between the first hydraulic cylinder (11) and the connection of the first line (71) and the fifth line (75), a second solenoid valve (32) is arranged between the first hydraulic cylinder (11) and the connection of the third line (73) and the sixth line (76), a third solenoid valve (33) is arranged on the fifth line (75), a fourth solenoid valve (34) is arranged on the sixth line (76), a fifth solenoid valve (35) is arranged between the fourth hydraulic cylinder (14) and the connection of the second line (72) and the fifth line (75), and a sixth solenoid valve (36) is arranged between the fourth hydraulic cylinder (14) and the connection of the fourth line (74) and the sixth line (76).
10. A hydraulic device according to claim 3 or 9, characterized in that the solenoid valves (3) are connected in parallel with each other to a controller (5) in such a way that they can be opened and closed by an electric signal.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2021111897769 | 2021-10-11 | ||
| CN202111189776 | 2021-10-11 |
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| Publication Number | Publication Date |
|---|---|
| CN217002455U true CN217002455U (en) | 2022-07-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210381480.5A Active CN114644028B (en) | 2021-10-11 | 2022-04-11 | Hydraulic interconnection system for rail vehicle running mechanism |
| CN202220839069.3U Active CN217002455U (en) | 2021-10-11 | 2022-04-11 | Hydraulic device for railway vehicle running mechanism |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210381480.5A Active CN114644028B (en) | 2021-10-11 | 2022-04-11 | Hydraulic interconnection system for rail vehicle running mechanism |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115195801B (en) * | 2022-08-11 | 2023-12-26 | 中车青岛四方机车车辆股份有限公司 | Bogie active radial system, control method, bogie and railway vehicle |
| CN115195800A (en) * | 2022-08-11 | 2022-10-18 | 中车青岛四方机车车辆股份有限公司 | Active radial bogie and railway vehicle |
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| DE19538379C1 (en) * | 1995-10-14 | 1997-01-02 | Daimler Benz Ag | Two-wheeled running gear for rail vehicle |
| DE102007057155A1 (en) * | 2007-11-28 | 2009-06-04 | Liebherr-Aerospace Lindenberg Gmbh | Rail vehicle and method for coupling bogies of a rail vehicle |
| BR112013010711A2 (en) * | 2010-11-01 | 2019-09-24 | Rsd A Division Of Dcd Dorbyl Pty Ltd | self-directed railroad trick |
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| CN111232008A (en) * | 2020-03-09 | 2020-06-05 | 西南交通大学 | Self-guiding radial mechanism of railway vehicle bogie |
| CN111845370B (en) * | 2020-06-28 | 2022-03-01 | 江西理工大学 | Magnetic suspension track traffic system with active guiding function |
| CN113246680A (en) * | 2021-06-15 | 2021-08-13 | 合肥工业大学 | Air suspension and interconnected suspension parallel system |
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2022
- 2022-04-11 CN CN202210381480.5A patent/CN114644028B/en active Active
- 2022-04-11 CN CN202220839069.3U patent/CN217002455U/en active Active
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| CN114644028A (en) | 2022-06-21 |
| CN114644028B (en) | 2024-05-28 |
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