A switch type primary vertical shock absorber for high-speed trains

Abstract

The present invention discloses a switch type first-order vertical shock absorber for high-speed trains, including a cylinder body, a guide cover, a valve seat, a piston rod and a piston assembly. The cylinder body is provided with a guide cover and a valve seat respectively. A hollow oil storage chamber is processed on the cylinder body, a bottom valve is installed at the bottom of the oil storage chamber, a piston rod is installed on the guide cover, a piston assembly is installed on the piston rod extending into the cylinder body, an oil guide pipe is provided on the outer side of the guide cover, a flow guide pipe connected to the oil guide pipe is installed on the valve seat, a solenoid valve is provided on the valve seat, and a high-frequency damping valve and a low-frequency damping valve are provided on the valve seat at one end of the flow guide pipe away from the solenoid valve. The present invention arranges a valve seat, a bottom valve and a guide cover on the cylinder body, and arranges an oil guide pipe connecting the guide cover and the valve seat, so that when the piston assembly moves, the solenoid valve cooperates with the oil to make the oil flow through the high-frequency damping valve and the low-frequency damping valve to absorb vibration, so that the shock absorber can cope with high-frequency vibration and low-frequency vibration during the running of the train.

Description

Technical Field

[0001] The invention relates to the field of high-speed train vibration reduction, in particular to a switch type primary vertical vibration reducer for high-speed trains. Background Art

[0002] The wheels of high-speed trains will generate vibrations of various frequencies due to the contact force between the train and the track during the movement, mainly including high-frequency vibrations and low-frequency vibrations. After these vibrations are generated, they will be transmitted to the bogie through the wheels, and then transmitted to the car body through the bogie. Among them, high-frequency vibrations are more harmful to passengers and train parts, especially when the train passes through complex sections such as turnouts and bridges. The high-frequency vibrations generated will have a great impact on the performance of the vehicle system dynamics. A series of vertical shock absorbers are generally installed between the wheels and the bogies to reduce the vibration force transmitted to the car body and absorb the vibration through the series of vertical shock absorbers. However, the existing series of vertical shock absorbers are all passive shock absorbers, which cannot achieve a good shock absorption effect between high-frequency vibrations and low-frequency vibrations. Therefore, a shock absorber that can be used for high or low frequencies is needed. Summary of the invention

[0003] The object of the present invention is to provide a switch type primary vertical damper for high-speed trains, which can switch between high-frequency damping and low-frequency damping to adapt to different vibration forces, thereby ensuring the damping effect.

[0004] The objective of the present invention is achieved through the following technical solutions:

[0005] A switch type first-series vertical shock absorber for high-speed trains comprises a cylinder body, a guide cover, a valve seat, a piston rod and a piston assembly. The top and bottom of the cylinder body are respectively provided with a guide cover and a valve seat. The guide cover and the valve seat seal the two ends of the cylinder body and are used to load oil into the cylinder body. A hollow oil storage chamber is machined on the cylinder body, a compressible air bag is provided on the top of the oil storage chamber, a bottom valve is installed at the bottom of the oil storage chamber, the bottom valve is provided with an oil return valve and a fuel-saving valve plate, the oil return valve is located on the side of the bottom valve close to the guide cover, the fuel-saving valve plate is located on the side of the bottom valve close to the valve seat, the bottom valve is machined with an oil return hole aligned with the oil return valve and an oil-saving hole aligned with the fuel-saving valve plate, a piston rod extending into the cylinder body is installed on the guide cover, a piston assembly matching the inner wall of the cylinder body is installed on the piston rod extending into the cylinder body, the piston assembly can reciprocate between the guide cover and the bottom valve, and the piston assembly can reciprocate between the guide cover and the bottom valve. The plug assembly is processed with a plurality of throttling holes for supplying oil to pass through the piston assembly. The lengths of adjacent throttling holes are equal and the heights are staggered. Piston valve plates that block the corresponding raised throttling holes are provided on both sides of the piston assembly. A diversion port for discharging oil when the piston assembly is stretched is processed on the guide cover. An oil guide pipe for delivering the diverted oil into the valve seat is provided on the outer side of the guide cover. The oil guide pipe is placed in the oil storage chamber. A guide pipe connected to the oil guide pipe is installed on the valve seat. A solenoid valve that drives the guide pipe to rotate in the valve seat is provided on the side wall of the valve seat. An oil outlet hole is processed at one end of the guide pipe away from the solenoid valve. A high-frequency damping valve and a low-frequency damping valve connected to the guide pipe are provided on the valve seat. The guide pipe can connect the oil outlet hole with the high-frequency damping valve or the low-frequency damping valve under the action of the solenoid valve. The valve seats on one side of the high-frequency damping valve and the low-frequency damping valve are both processed with oil outlets corresponding to the bottom valve.

[0006] The oil return valve includes a limit plate, an oil return valve plate and a support spring. The limit plate is installed above the bottom valve through connecting bolts. A support spring is provided between the limit plate and the oil return valve plate to press the oil return valve plate onto the oil return hole.

[0007] The end of the connecting bolt close to the valve seat is provided with a nut for limiting the fuel-saving valve plate so that the fuel-saving valve plate is pressed on the fuel-saving hole.

[0008] The guide cover is provided with a check valve for preventing the oil in the oil guide pipe from flowing back.

[0009] The high-frequency damping valve and the low-frequency damping valve both include a valve body, a spring and a plug. The valve body is mounted on the side wall of the valve seat. The spring is located between the valve body and the plug. The plug is machined with an inclined conical surface at one end close to the guide tube. The inclined conical surface and the valve seat form a sealing structure to prevent oil from flowing into the guide tube. The oil outlet is located outside the spring.

[0010] A dust cover which is in clearance with the outer wall of the cylinder body is installed at one end of the piston rod away from the piston assembly.

[0011] The switch type primary vertical shock absorber for high-speed trains provided by the present invention has the following beneficial effects:

[0012] (1) By arranging a valve seat, a bottom valve and a guide cover on the cylinder body, and arranging an oil guide pipe connecting the guide cover and the valve seat, when the piston assembly moves, the oil flows, and under the action of the solenoid valve, the oil flows out through the high-frequency damping valve or the low-frequency damping valve, so that the shock absorber can cope with high-frequency vibration and low-frequency vibration during the running of the train;

[0013] (2) By machining throttle holes of equal length and unequal height on the piston assembly, part of the oil can pass through the piston assembly when the piston assembly moves, so as to ensure the reliability of the piston assembly in absorbing energy, thereby improving the vibration reduction effect of the shock absorber;

[0014] (3) By machining an oil return hole connecting the cylinder body and the oil storage chamber on the bottom valve and arranging an oil return valve plate above the oil return hole, the oil can be easily flowed back from the oil storage chamber to the cylinder body to cope with complex vibration conditions;

[0015] (4) By arranging a check valve in the guide cover, the oil can be prevented from flowing back from the guide cover to the cylinder body, so as to ensure that the oil flows to the high-frequency damping valve or the low-frequency damping valve of the valve seat, and the high-frequency damping valve and the low-frequency damping valve are used to absorb the vibration when the train is moving;

[0016] (5) By setting a solenoid valve on the valve seat to control the oil flow to the high-frequency damping valve or the low-frequency damping valve, the shock absorber can be used for both high-frequency and low-frequency vibration reduction. The oil finally flows back to the oil storage chamber through the high-frequency damping valve or the low-frequency damping valve to prepare for the next vibration reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic diagram of the structure provided by an embodiment of the present invention.

[0019] Figure 2 A schematic diagram of the internal structure provided by an embodiment of the present invention.

[0020] Figure 3 for Figure 1 Sectional view along line A-A.

[0021] Figure 4 for Figure 1 Cross-sectional view along line B-B.

[0022] Figure 5A schematic diagram of the explosion structure of the piston assembly provided in an embodiment of the present invention.

[0023] Figure 6 An axial cross-sectional view of a bottom valve provided in an embodiment of the present invention.

[0024] Figure 7 A schematic diagram of the installation of a bottom valve and a valve seat provided in an embodiment of the present invention.

[0025] Figure 8 A schematic diagram of the structure of a high-frequency damping valve or a low-frequency damping valve provided in an embodiment of the present invention.

[0026] Figure numerals: 1. cylinder body; 11. oil storage chamber; 12. air bag; 2. guide cover; 21. diverter port; 22. check valve; 3. valve seat; 31. guide pipe; 32. oil outlet hole; 33. oil outlet; 34. solenoid valve; 35. high-frequency damping valve; 36. low-frequency damping valve; 37. valve body; 38. spring; 39. plug; 4. bottom valve; 41. return oil valve; 42. limit plate; 43. return oil valve plate; 44. support spring; 45. fuel-saving valve plate; 46. return oil hole; 47. fuel-saving hole; 48. connecting bolt; 49. support plate; 5. piston rod; 6. piston assembly; 61. throttle hole; 62. piston valve plate; 7. oil guide pipe; 8. dust cover. DETAILED DESCRIPTION

[0027] Example

[0028] like Figures 1 to 8As shown, the switch type primary vertical shock absorber for high-speed trains provided in this embodiment includes a cylinder body 1, a guide cover 2, a valve seat 3, a piston rod 5 and a piston assembly 6. The top and bottom of the cylinder body 1 are respectively provided with a guide cover 2 and a valve seat 3. The guide cover 2 and the valve seat 3 seal the two ends of the cylinder body 1 and are used to fill the cylinder body 1 with oil. A hollow oil storage chamber 11 is processed on the cylinder body 1, a compressible air bag 12 is provided on the top of the oil storage chamber 11, a bottom valve 4 is installed at the bottom of the oil storage chamber 11, an oil return hole 46 and an oil return hole 46 connecting the cylinder body 1 and the oil storage chamber 11 are processed on the bottom valve 4, an oil return valve 41 piece for blocking the oil return hole 46 is provided on the side of the bottom valve 4 close to the guide cover 2, and an oil saving valve piece 4 is provided on the side of the bottom valve 4 close to the valve seat 3 for blocking the oil return hole 46. 5, and the diameter of the oil return hole 46 is larger than that of the oil return hole 46, which is used to reduce the amount of oil passing through the bottom valve 4. The oil storage chamber 11 outside the bottom valve 4 is provided with a hollow support plate 49 supporting the oil storage chamber 11, and the bottom valve 4 is processed with an oil return hole 46 connecting the cylinder body 1 and the oil storage chamber 11. The guide cover 2 is provided with a piston rod 5 extending into the cylinder body 1, and the piston rod 5 extending into the cylinder body 1 is provided with a piston assembly 6 matched with the inner wall of the cylinder body 1. The cylinder body 1 between the piston assembly 6 and the guide cover 2 is the upper chamber, and the cylinder body 1 between the piston assembly 6 and the bottom valve 4 is the lower chamber. The piston assembly 6 can reciprocate in the cylinder body 1 between the guide cover 2 and the bottom valve 4, which is used to absorb the vibration force generated when the train is moving. The cylinder body 1 is generally called a working cylinder. The piston assembly 6 is machined with a plurality of throttle holes 61 for supplying oil to pass through the piston assembly 6. Adjacent throttle holes 61 are of equal length and are staggered in height. Piston valve plates 62 are provided on both sides of the piston assembly 6 to block the corresponding raised throttle holes 61. Under the action of the piston valve plates 62, part of the throttle holes 61 can be blocked when the piston assembly 6 moves, so that part of the oil passes through the piston assembly 6 to ensure that the piston assembly 6 can move smoothly to achieve the effect of vibration reduction. The guide cover 2 is machined with a diversion port 21 for discharging the oil when the piston assembly 6 is stretched. An oil guide pipe 7 for delivering the diverted oil to the valve seat 3 is provided on the outer side of the guide cover 2. By machining the diversion port 21 on the piston assembly 6, when the piston assembly 6 is stretched, that is, the piston assembly 6 is toward the guide cover 2 moves, pushes part of the oil into the oil guide pipe 7, and diverts the oil to improve the damping effect of the shock absorber. The oil guide pipe 7 is placed in the oil storage chamber 11. A guide pipe 31 connected with the oil guide pipe 7 is installed on the valve seat 3. A solenoid valve 34 for driving the guide pipe 31 to rotate in the valve seat 3 is arranged on the side wall of the valve seat 3. An oil outlet 32 ​​is processed at one end of the guide pipe 31 away from the solenoid valve 34. A high-frequency damping valve 35 and a low-frequency damping valve 36 connected with the guide pipe 31 are arranged on the valve seat 3. The guide pipe 31 can make the oil outlet 32 ​​connected with the high-frequency damping valve 35 or the low-frequency damping valve 36 under the action of the solenoid valve 34. The valve seat 3 on one side of the high-frequency damping valve 35 and the low-frequency damping valve 36 is processed with an oil outlet 33 corresponding to the bottom valve 4.The oil squeezed into the oil guide pipe 7 by the piston assembly 6 flows into the oil storage chamber 11 from the corresponding high-frequency damping valve 35 or low-frequency damping valve 36 under the action of the electromagnetic valve 34. The control signal of the electromagnetic valve 34 is provided by the vibration detection equipment on the train to adapt to the high-frequency vibration or low-frequency vibration corresponding to the shock absorber. Through the electromagnetic valve 34, the oil when the shock absorber is stretched can be sent to the corresponding high-frequency damping valve 35 or low-frequency damping valve 36 according to the real-time vibration condition of the train. Through the high-frequency damping valve 35 and the low-frequency damping valve 36, the shock absorber can be flexibly applied to high-frequency vibration sections and low-frequency vibration sections.

[0029] like Figure 7 , Figure 8 As shown, in order to prevent the oil from being quickly squeezed into the oil storage chamber 11 and losing the shock absorption effect when the shock absorber is compressed, the oil return valve 41 includes a limit plate 42, an oil return valve 41 and a support spring 44. The limit plate 42 is installed above the bottom valve 4 by connecting bolts 48. A support spring 44 is provided between the limit plate 42 and the oil return valve 41 to press the oil return valve 41 on the oil return hole 46. Under the action of the support spring 44, the oil return valve 41 will press the oil return hole 46 to prevent the oil from quickly flowing into the oil storage chamber 11 from the oil return hole 46 when the lower cavity is compressed; at the same time, in order to facilitate the rapid return of oil to the lower cavity of the cylinder body 1 during stretching, the support spring 44 is a soft spring 38. When the shock absorber is stretched, the volume of the lower cavity becomes larger and the pressure becomes lower. At this time, the oil in the oil storage chamber 11 will compress the support spring 44, and the oil in the oil storage chamber 11 will flow back into the lower cavity. At the same time, the airbag 12 will restore its original state and generate partial thrust to push the oil back to the lower cavity.

[0030] like Figure 7 , Figure 8 As shown, when the lower chamber is compressed, in order to reduce the pressure in the lower chamber, a nut is provided at one end of the connecting bolt 48 near the valve seat 3 to limit the fuel-saving valve plate 45. Under the limiting action of the nut, the fuel-saving valve plate 45 will be pushed open to a certain gap, allowing a small amount of oil to pass through the oil return hole 46 into the oil storage chamber 11. On the one hand, the pressure on the cylinder body 1 is reduced, and on the other hand, the movement of the oil is used to absorb vibration. In order to prevent the oil in the lower chamber from quickly flowing into the oil storage chamber 11 and losing the vibration reduction effect, the aperture of the fuel-saving hole 47 is smaller than the aperture of the oil return hole 46.

[0031] like Figure 3 , Figure 4 , Figure 7As shown, a check valve 22 is provided on the guide cover 2 to prevent the oil in the oil guide pipe 7 from flowing back. Under the action of the check valve 22, the oil can be sent into the valve seat 3. At the same time, the solenoid valve 34 rotates according to the vibration frequency of the train to send the oil into the high-frequency damping valve 35 or the low-frequency damping valve 36. The high-frequency damping valve 35 or the low-frequency damping valve 36 is used to control the flow rate of the oil. Under the action of the high-frequency damping valve 35 and the low-frequency damping valve 36, the high-frequency vibration or low-frequency vibration generated during the operation of the train can be absorbed by the flow of oil, thereby playing a vibration reduction role.

[0032] The high-frequency damping valve 35 has the same structure as the low-frequency damping valve 36. Figure 8 As shown, they all include a valve body 37, a spring 38 and a plug 39, the valve body 37 is installed on the side wall of the valve seat 3, the spring 38 is located between the valve body 37 and the plug 39, the plug 39 is processed with an inclined cone surface at one end close to the guide tube 31, and the inclined cone surface and the valve seat 3 form a sealing structure to prevent oil from flowing into the guide tube 31, the oil outlet 33 is located outside the spring 38, and after the oil flows into the guide tube 31, the plug 39 will be opened, and then it will flow back to the oil storage chamber from the oil outlet 33 at the high-frequency damping valve 35 or the oil outlet 33 at the low-frequency damping valve 36. 11, the elastic force of the spring 38 on the high-frequency damping valve 35 can be adapted to the use in the environment of high-frequency vibration after adjustment, and the elastic force of the spring 38 on the low-frequency damping valve 36 can be adapted to the use in the environment of low-frequency vibration after adjustment, thereby improving the function of the shock absorber to adapt to high-frequency vibration or low-frequency vibration. The high-frequency damping valve 35 and the low-frequency damping valve 36 can adjust the tension of the spring 38 by adjusting the valve body 37 outside the valve seat 3 to adapt to various occasions, and the valve body 37 is adjusted externally, which increases the adaptability of the high-frequency damping valve 35 and the low-frequency damping valve 36.

[0033] like Figure 1 to Figure 3 As shown, in order to ensure the working condition of the shock absorber and prevent dust from entering the cylinder body 1 along the piston rod 5, a dust cover 8 that fits the clearance of the outer wall of the cylinder body 1 is installed at the end of the piston rod 5 away from the piston assembly 6.

[0034] The method of using the present invention is:

[0035] When the shock absorber is compressed, the piston assembly 6 moves toward the bottom valve 4. During the movement of the piston assembly 6, the volume of the lower chamber becomes smaller and the volume of the upper chamber becomes larger. Part of the oil in the lower chamber passes through the throttling hole 61 on the piston assembly 6 to push open the piston valve plate 62 located above the piston assembly 6 and enter the upper chamber. Another part of the oil squeezes open the oil-saving valve plate 45 on the bottom valve 4 and flows into the oil storage chamber 11. The shock absorber absorbs vibration force through the flow of oil in the lower chamber.

[0036] When the shock absorber is stretched, the piston assembly 6 moves toward the guide cover 2. During the movement of the piston assembly 6, the volume of the lower chamber increases and the volume of the upper chamber decreases. When the volume of the upper chamber decreases, part of the oil passes through the throttle hole 61 on the piston assembly 6 to push open the piston valve plate 62 below the piston assembly 6, so that the oil enters the lower chamber. At the same time, part of the oil passes through the diversion port 21 on the guide rod, enters the oil guide pipe 7 through the check valve 22 and flows into the guide pipe 31 in the valve seat 3. Under the action of the solenoid valve 34, the oil flowing into the valve seat 3 flows out through the high-frequency damping valve 35 or the low-frequency damping valve 36. Out to the oil storage chamber 11, when the train is in high-frequency vibration, the solenoid valve 34 controls the oil in the guide pipe 31 to flow into the high-frequency damping valve 35; when the train is in low-frequency vibration, the solenoid valve 34 controls the oil in the guide pipe 31 to flow into the low-frequency damping valve 36; in addition, when the volume of the lower chamber increases, the pressure in the lower chamber decreases, and the return oil valve 41 of the bottom valve 4 is sucked up to replenish the oil in the oil storage chamber 11 back to the lower chamber. At the same time, when the volume of the lower chamber increases, the airbag 12 will return to its original state without being subjected to the extrusion force, and squeeze the oil into the lower chamber to prepare for the next compression of the shock absorber.

[0037] When the train is running, the normal working state of the shock absorber is low-frequency vibration reduction. When the sensor installed on the train detects high-frequency vibration of the wheelset or bogie, the solenoid valve 34 is controlled to switch the oil circuit so that the oil flows back to the oil storage chamber 11 through the high-frequency damping valve 35. This solution changes the damping characteristics of the shock absorber so that the shock absorber has a good vibration reduction effect when facing high-frequency vibration, thereby solving the problem that the existing vertical shock absorber cannot take into account both high-frequency vibration and low-frequency vibration.

[0038] The above is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto, and any modification and replacement based on the technical solution and inventive concept provided by the present invention shall be included in the protection scope of the present invention. It should be noted that the structures or components illustrated in the drawings are not necessarily drawn to scale, and the present invention omits the description of known components and processing technologies and processes to avoid unnecessary limitation of the present invention.

Claims

1. A switch type primary vertical shock absorber for a high-speed train, comprising a cylinder body (1), a guide cover (2), a valve seat (3), a piston rod (5) and a piston assembly (6), characterized in that: The cylinder body (1) is provided with a guide cover (2) and a valve seat (3) at the top and bottom, respectively. The guide cover (2) and the valve seat (3) seal the two ends of the cylinder body (1) and are used to fill the cylinder body (1). A hollow oil storage chamber (11) is machined on the cylinder body (1). A compressible air bag (12) is provided at the top of the oil storage chamber (11). A bottom valve (4) is installed at the bottom of the oil storage chamber (11). The bottom valve (4) is provided with an oil return valve (41) and an oil saving valve plate (45). The oil return valve (41) is located on a side of the bottom valve (4) close to the guide cover (2). The oil saving valve plate (45) is located on a side of the bottom valve (4) close to the valve seat (3). The bottom valve (4) is machined with an oil return hole (46) aligned with the oil return valve (41) and an oil saving valve plate (45) aligned with the oil saving valve plate (45) and an oil-saving hole (47) aligned with the protruding throttling hole (47), the guide cover (2) is provided with a piston rod (5) extending into the cylinder body (1), the piston rod (5) extending into the cylinder body (1) is provided with a piston assembly (6) matched with the inner wall of the cylinder body (1), the piston assembly (6) can reciprocate between the guide cover (2) and the bottom valve (4), the piston assembly (6) is processed with a plurality of throttling holes (61) for supplying oil to pass through the piston assembly (6), the adjacent throttling holes (61) are of equal length and are arranged in a staggered manner, piston valve plates (62) are provided on both sides of the piston assembly (6) to block the corresponding protruding throttling holes (61), the guide cover (2) is processed with a diversion port (21) for discharging oil when the piston assembly (6) is stretched, and the guide cover (2) An oil guide pipe (7) for delivering diverted oil to the valve seat (3) is provided on the outside, the oil guide pipe (7) is placed in the oil storage chamber (11), a flow guide pipe (31) connected to the oil guide pipe (7) is installed on the valve seat (3), a solenoid valve (34) for driving the flow guide pipe (31) to rotate in the valve seat (3) is provided on the side wall of the valve seat (3), an oil outlet hole (32) is processed on one end of the flow guide pipe (31) away from the solenoid valve (34), a high-frequency damping valve (35) and a low-frequency damping valve (36) connected to the flow guide pipe (31) are provided on the valve seat (3), the flow guide pipe (31) can make the oil outlet hole (32) connected to the high-frequency damping valve (35) or the low-frequency damping valve (36) under the action of the solenoid valve (34), and the high-frequency damping valve (35) The valve seat (3) on one side of the low-frequency damping valve (36) is machined with an oil outlet (33) corresponding to the bottom valve (4). The oil return valve (41) comprises a limit plate (42), an oil return valve plate (43) and a support spring (44). The limit plate (42) is mounted above the bottom valve (4) via a connecting bolt (48). A support spring (44) is provided between the limit plate (42) and the oil return valve plate (43) for pressing the oil return valve plate (43) against the oil return hole (46). A nut is provided at one end of the connecting bolt (48) close to the valve seat (3) for limiting the oil saving valve plate (45) so that the oil saving valve plate (45) is pressed against the oil saving hole (47). A check valve (22) is provided on the guide cover (2) for preventing oil in the oil guide pipe (7) from flowing back.

2. The switch type primary vertical shock absorber for high-speed train according to claim 1, characterized in that: The high-frequency damping valve (35) and the low-frequency damping valve (36) both comprise a valve body (37), a spring (38) and a plug (39); the valve body (37) is mounted on a side wall of the valve seat (3); the spring (38) is located between the valve body (37) and the plug (39); an oblique conical surface is machined on one end of the plug (39) close to the flow guide tube (31); the oblique conical surface and the valve seat (3) form a sealing structure for preventing oil from flowing into the flow guide tube (31); and the oil outlet (33) is located outside the spring (38).

3. The switch type primary vertical shock absorber for high-speed train according to claim 1, characterized in that: The end of the piston rod (5) away from the piston assembly (6) is provided with a dust cover (8) which is gap-matched with the outer wall of the cylinder body (1).

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