A shop anti-snaking damper

Abstract

The application provides a workshop anti-snaking damper, which comprises a working cylinder, a guide cover on the upper end and a bottom valve seat on the lower end, a through hole with the same direction of piston movement is arranged on the piston in the anti-snaking damper working cylinder, a leakage rod is inserted into the through hole, the leakage rod is a long rod, the middle part is a thick rod section, and the two ends are thin rod sections; the thick rod section is matched with the leakage through hole on the piston, and the connection is sealed and relatively slidable; when the damper is in compression or stretching state, the piston is in compression position or stretching position, an annular gap is formed between the piston and the thin rod section, and the annular gap guides the upper and lower cavities of the working cylinder. The application is beneficial to establishing high resistance when the vehicle is in straight-line high-speed driving, and to realizing the resistance of the vehicle snaking movement; the stroke control of the damper is realized when the damper works in a large stroke, and the structure is simple and the sealing effect is good.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of anti-snaking shock absorber of rail vehicle, in particular to an anti-snaking shock absorber between cars. BACKGROUND

[0002] When the rail vehicle runs at high speed, the self-excited vibration of the wheel relative to the track will occur due to the interaction between the wheel and the track, which will make the bogie swing relative to the vertical axis of itself, and cause the snaking movement of the vehicle. The snaking movement of the vehicle will cause the wheel flange to continuously hit the track, accelerate the wear of the wheel and track, and increase the risk of wheel derailment, which becomes the main obstacle for the high-speed train to improve the speed. In order to ensure the safe running of the high-speed vehicle, the anti-snaking shock absorber is generally installed on the modern train.

[0003] During the running, the carriages will also swing under the action of external force, which will push the bogie to swing through the anti-snaking shock absorber, and also cause the wheel to hit the track, causing the same bad consequences. In order to avoid this situation, on the modern high-speed train, the anti-snaking shock absorber between the carriage and the bogie is improved, and some also install the anti-snaking shock absorber between the cars.

[0004] REFERENCE Figure 1 The working principle of the anti-snaking shock absorber between the cars is that the working carriage 1 and the adjacent carriage 2 are pulled apart to set the shock absorber as the anti-snaking shock absorber 3 between the cars, which relies on the adjacent carriages, and the resistance moment of the product of the resistance of the shock absorber and its distance resists the swing of the working carriage around its vertical axis, which resists the snaking of the vehicle together with the anti-snaking shock absorber of the bogie.

[0005] REFERENCE Figure 2 The general working condition of the train is high-speed straight running, and sometimes it also needs to run at low speed through the curved track 4 with small turning radius or change the lane, at this time the track is no longer straight, and through such a line, the adjacent vehicles are required to have an included angle to adapt to the curvature of the road. At this time, the anti-snaking shock absorber between the two carriages will inevitably have a large expansion, at this time, the vehicle is no longer required to resist the snaking at low speed, and the resistance should be reduced to adapt to the change of position; at this time, if it still "stubbornly" resists the expansion with high resistance, it will inevitably cause the force on the carriage to be too large, and even the adverse consequences will occur between the wheel and the track. Therefore, the anti-snaking shock absorber between the cars is required to work with high resistance and small stroke when the vehicle runs at high speed, to assist the anti-snaking shock absorber of the bogie to resist the snaking of the vehicle; when the vehicle runs at low speed through the curve, the shock absorber enters the large stroke working, at this time, the shock absorber is required to reduce the resistance as much as possible to reduce the stress on the vehicle, the bogie and the wheel and track.

[0006] Thus, for the anti-snaking shock absorber of the vehicle, in addition to the high resistance changing with the speed when the vehicle is running at high speed in a straight line, the resistance should be minimized when the shock absorber is working at a large stroke. Generally, the resistance of the shock absorber changes with the vibration speed, i.e. the speed control of the resistance; for the anti-snaking shock absorber of the vehicle, in addition to the speed control, the resistance should change with the stroke, i.e. the stroke control of the shock absorber, which becomes a new problem for the developers of the shock absorber.

[0007] Due to the above reasons, people have the idea of realizing the stroke control on the shock absorber, and according to the working needs and the actual possibilities, many years ago, people proposed two stroke control schemes of the shock absorber on the materials, and their focus is on the modification of the working cylinder.

[0008] Referring to Figure 3 In the scheme of digging a groove at both ends of the inner hole of the working cylinder, the stroke control is realized, i.e. a groove 8 is dug at both ends of the inner hole of the working cylinder 5 by a special process, and a small section in the middle is kept original, which is used to realize the high resistance when the vehicle is running at high speed in a straight line; when the vehicle is running at low speed in a curve, the shock absorber is in a large stroke state, the piston rod 7 drives the piston 6 into the groove section, and the groove of the working cylinder connects the upper and lower cavities in the working cylinder, thereby realizing the stroke control of the shock absorber.

[0009] Referring to Figure 4 In the scheme of connecting pipes outside the working cylinder, a hole is punched on the working cylinder 5, and the pipes outside the cylinder are connected by a bend pipe 9. When the vehicle is running in a straight line, the piston 6 works in the middle section without pipe connection, and like the general anti-snaking shock absorber, the high resistance can be realized; when the vehicle is running in a curve, the piston rod 7 drives the piston 6 into the pipe connection area, and the pipe outside the working cylinder connects the upper and lower cavities in the working cylinder, thereby greatly reducing the resistance of the shock absorber and realizing the stroke control of the shock absorber.

[0010] The above two structures can realize the stroke control of the anti-snaking shock absorber in principle, and the resistance of the shock absorber is obviously reduced when the anti-snaking shock absorber is outside the specified stroke range; however, there are some problems affecting the use effect.

[0011] The problems of the "pipe connection scheme" are:

[0012] After punching a hole on the working cylinder, special process equipment is needed for chamfering and deburring of the cylinder hole. The welding of the steel pipe will also cause the deformation of the precise working cylinder. If there is a hole on the working cylinder, such as the non-metallic sealing element on the piston which has good use effect, the hole will be damaged by shearing when passing through the hole, thereby reducing the resistance when the vehicle is running in a straight line. Therefore, so far, this structure has not appeared on the relevant shock absorber.

[0013] The "trenching scheme" has similar problems except that it does not need prefabricated connecting pipes and welding of the working cylinder and the connecting pipe. The "trenching scheme" is used to achieve stroke control of the workshop anti-snaking damper of the CRH2 motor car. In order to avoid the non-metallic seal on the piston being sheared and damaged, a metal piston ring is used instead, which has poor sealing effect and affects the realization of high resistance when the damper works in the middle small stroke. SUMMARY

[0014] The present application aims to solve the problems of the existing workshop anti-snaking damper, i.e. the working cylinder is deformed, the non-metallic seal is easily damaged and cannot be used, and the sealing effect of the metal seal is poor, and thus provides a workshop anti-snaking damper which has a simple structure, does not cause deformation of the working cylinder and has good sealing effect.

[0015] To achieve the above-mentioned application purposes, the present application provides a workshop anti-snaking damper, which comprises a working cylinder, a guide cover at the upper end thereof and a bottom valve seat at the lower end thereof, a piston in the working cylinder separates the working cylinder into an upper chamber and a lower chamber, a through hole with the same movement direction as the piston is arranged on the piston in the working cylinder, a leakage rod is inserted into the through hole, the leakage rod is a long rod member, the middle part is a thick rod section, and the two ends are thin rod sections; the thick rod section cooperates with the through hole on the piston to be sealed and relatively slidably connected; the bottom valve seat is provided with a mounting hole; the upper end of the leakage rod is fixedly connected with the guide cover, and the lower end is supported on the mounting hole of the bottom valve seat; when the damper is in compression or stretching state, the piston is in compression position or stretching position, an annular gap is formed between the piston and the thin rod section, and the annular gap guides the upper and lower chambers of the working cylinder.

[0016] Further, a taper surface is arranged at the transition from the thick rod section to the thin rod section of the leakage rod.

[0017] Further, the hole of the through hole is processed into a smooth round corner.

[0018] Further, a gap is left between the leakage rod and the mounting hole of the bottom valve seat.

[0019] Further, the thick rod section is provided with two groups of seals by using Stellite.

[0020] The advantages and progress of the present application relative to the prior art are as follows: the present application does not need to change the structure between the existing piston and the working cylinder, can be manufactured by using the existing design and manufacturing method, only needs to be modified on the existing piston, and has low cost; the through hole on the piston is also effectively sealed by the Stellite of the middle thick part of the leakage rod, which is beneficial to establishing high resistance when the vehicle is in straight-line high-speed running and to realizing the resistance to the snaking movement of the vehicle; when working in a large stroke, the piston leaves the middle thick part of the leakage rod and enters the thin rod part, an annular gap is formed between the piston and the thin rod, thereby guiding the upper and lower chambers of the working cylinder and realizing stroke control of the damper, and the structure is simple and the sealing effect is good. Attached Figure Description

[0021] Figure 1 Schematic diagram of anti-hunting vibration damper for workshop;

[0022] Figure 2 A schematic diagram showing the state of the shock absorbers when a vehicle is traveling on a curve;

[0023] Figure 3 A schematic diagram of the "grooving" scheme on the working cylinder;

[0024] Figure 4 A schematic diagram of the drilling and "connection" scheme for the working cylinder;

[0025] Figure 5 A schematic diagram of stroke control for a vibration damper with a bleed bar.

[0026] Figure 6 This is a schematic diagram of the structure of the present invention;

[0027] Figure 7 A schematic diagram of a four-valve large-circulation vibration damper with a bleed rod;

[0028] Figure 8 This is a schematic diagram of the bleeder rod structure;

[0029] Figure 9 This is a cross-sectional view of the piston;

[0030] Figure 10 Side view of the piston;

[0031] Figure 11 Schematic diagram of a four-valve reciprocating vibration damper;

[0032] Figure 12 This is a schematic diagram of a three-valve circulating vibration damper;

[0033] Figure 13 Schematic diagram of a four-valve large-circulation vibration damper;

[0034] Figure 14 A schematic diagram illustrating the control effect of the vibration damper;

[0035] The components are: 1. Working carriage; 2. Adjacent carriage; 3. Workshop anti-hunting vibration damper; 4. Curved track; 5. Working cylinder; 6. Piston; 7. Piston rod; 8. Groove; 9. Connecting pipe; 10. Drain rod; 11. Annular gap; 12. Guide cover; 13. Bottom valve seat; 14. Compression flow valve; 15. First tension damping valve; 16. First compression damping valve; 17. First tension compensation valve; 18. Bidirectional damping valve; 19. Flow check valve; 20. Oil inlet check valve; 21. Compression compensation valve; 22. Second tension damping valve; 23. Second compression damping valve; 24. Second tension compensation valve.

[0036] 101. Spring washer; 102. Lock nut; 103. Seal; 601. Drain hole; 602. Rounded corner; 603. Support ring; 604. Piston seal; 605. Compression position; 606. Extension position; 701. Piston rod seal. Detailed Implementation

[0037] Reference Figures 5 to 10 In this invention, the structure of the anti-hunting vibration damper remains unchanged. A support ring 603 and a piston seal 604 are provided between the piston 6 and the working cylinder. The piston rod 7 is sealed to the piston via a piston rod seal 701. The piston rod 7 drives the piston 6 to move back and forth within the working cylinder 5 to achieve vibration damping. This invention adds a venting hole 601 and a venting rod 10 to the piston 6 of the anti-hunting vibration damper to control its stroke. The workshop anti-hunting vibration damper includes a working cylinder 5, a guide cover 12 at its upper end, and a bottom valve seat 13 at its lower end. The piston 6 within the working cylinder 5 divides the space into an upper chamber and a lower chamber. The guide cover 12 has a threaded hole that engages with the threaded upper end of the venting rod 10. The bottom valve seat 13 has a mounting hole, which is a smooth hole used to support the venting rod 10. The bleed rod 10 is a long rod that is thick in the middle and thin at both ends. Its thick section matches the bleed passage 601 on the piston 6. The thick section is equipped with two sets of seals 103 to ensure a seal between the two and effectively separate the upper and lower oil chambers, ensuring the high resistance of the damper when it is working normally. When the damper is working in the large stroke, the piston 6 enters the thin sections at both ends of the bleed rod 10. The annular gap 11 between the piston 6 and the thin section connects the upper and lower chambers of the working cylinder 5, thereby realizing the stroke control of the damper.

[0038] The upper end of the bleed rod 10 is threaded to the guide cover 12. During assembly, the thread is screwed to the required length and locked with a lock nut 102 and double spring washers 101. The lower end of the bleed rod 10 is supported on the mounting hole of the bottom valve seat 13. In order to center the operation, a gap is left between the bleed rod 10 and the mounting hole of the bottom valve seat 13.

[0039] To ensure alignment between the venting rod 10 and the venting hole 601 on the piston 6 during changes in operating conditions, a relatively long conical surface is provided at the transition point between the thin and thick sections of the venting rod 10. The orifice of the venting hole 601 on the piston 6 is machined with a large radius 602, requiring a high degree of surface finish at both locations to ensure alignment when the piston 6 moves from the thinner rod to the thicker rod. The smooth, large radius at the orifice of the piston 6 pushes the seal on the venting rod 10 fully into the venting hole 601, ensuring a tight seal between them. The machined surface of the venting hole 601 on the piston 6 is exposed and can be easily machined using general-purpose equipment.

[0040] The basic working principle of the present application is that the shock absorber is fixed on two adjacent carriages respectively, the piston 6 is moved (compressed or stretched) in the working cylinder 5 by the piston rod 7 when the shock absorber works, the piston rod 7 is connected with the piston through the guide cover 12, the damping force is the largest when the shock absorber is in the middle position, the piston is in the compression position 605 or the stretching position 606 when the shock absorber is in the compression or stretching state, the piston 6 and the flow-off rod 10 form the annular gap 11, and the oil can be quickly discharged to achieve the purpose of rapid unloading of the damping force.

[0041] The above scheme does not change the structure between the piston 6 and the working cylinder 5, the flow-off through hole on the piston 6 is also effectively sealed by the middle thick part of the flow-off rod 10, which is beneficial to establish high resistance during straight-line high-speed driving of the vehicle and realize the suppression of the snake movement of the vehicle, when the piston 6 is away from the middle thick part of the flow-off rod 10 and enters the thin rod part, the annular gap 11 is formed between the piston 6 and the thin rod, thereby the upper and lower cavities in the working cylinder 5 are communicated, and the stroke control of the shock absorber is realized.

[0042] Referring to Figures 7 to 13 , the existing shock absorber structures are various, including a four-valve reciprocating shock absorber ( Figure 11 ), a three-valve circulating shock absorber ( Figure 12 ) and a four-valve large circulating shock absorber ( Figure 13 ). The four-valve reciprocating shock absorber is provided with a compression flow-through valve 14, a first stretching damping valve 15, a first compression damping valve 16 and a first stretching compensation valve 17, the three-valve circulating shock absorber is provided with a bidirectional damping valve 18, a flow-through one-way valve 19 and an oil inlet one-way valve 20, and the four-valve large circulating shock absorber is provided with a compression compensation valve, a second stretching damping valve 21, a compression compensation valve 22, a second compression damping valve 23 and a second stretching compensation valve 24.

[0043] The above shock absorbers can be provided with the flow-off rod 10 on the piston 6, the flow-off amount after the flow-off rod 10 is installed can be calculated to obtain the schematic diagram of the stroke control effect as shown in Figure 14 , the flow-off rod 10 is used on the four-valve large circulating shock absorber and the four-valve reciprocating shock absorber, and good effect can be obtained, and although the stretching stroke can also realize the stroke control, the compression stroke is completely ineffective. Therefore, the flow-off rod 10 cannot realize the stroke control of the shock absorber in the compression stroke of the three-valve circulating shock absorber.

Claims

1. A shop anti-snake shock absorber, the shop anti-snake shock absorber comprising a working cylinder (5), a guide cover (12) on the upper end and a bottom valve seat (13) on the lower end, a piston (6) in the working cylinder (5) separates the space in the working cylinder (5) into an upper chamber and a lower chamber, characterized in that: A venting hole (601) along the movement direction of the piston (6) is provided on the piston (6) inside the working cylinder (5) of the anti-hunting shock absorber. A venting rod (10) is inserted into the venting hole. The venting rod (10) is a long rod with a thick rod section in the middle and thin rod sections at both ends. The thick rod section and the venting hole (601) on the piston (6) are matched, sealed and can be slidably connected. The bottom valve seat (13) is provided with a mounting hole. The upper end of the venting rod (10) is fixedly connected to the guide cover (12), and the lower end is supported on the mounting hole of the bottom valve seat (13). When the shock absorber is in a compressed or stretched state, the piston is in a compressed position (605) or a stretched position (606). An annular gap (11) is formed between the piston (6) and the thin rod section. The annular gap (11) connects the upper and lower chambers of the working cylinder (5).

2. A shop anti-snake shock absorber according to claim 1, characterized in that: The bleed rod (10) has a conical surface at the transition point between the thick and thin sections.

3. A shop anti-snake shock absorber according to claim 1, characterized in that: The opening of the venting orifice is machined into a smooth rounded corner.

4. A shop anti-snake shock absorber according to claim 1, characterized in that: A gap is left between the drain rod (10) and the mounting hole of the bottom valve seat (13).

5. A shop anti-snake shock absorber according to claim 1, characterized in that: The thick rod section is equipped with two sets of seals (103) using a step seal.

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