A mechanism for distributing impact loads and absorbing impact kinetic energy for air spring dampers.

Abstract

This invention discloses a mechanism for distributing impact loads and absorbing impact kinetic energy in an air spring damper. It includes an upper cover plate and a spindle in the air spring, as well as an upper magnet, a lower magnet, a compression spring, and a damping device. The upper magnet is mounted on the upper cover plate, and the lower magnet is pressed against the spindle below the upper magnet by the compression spring. The adjacent ends of the upper and lower magnets have the same polarity. The damping device is disposed within the spindle and has a damping element. The damping element is connected to the lower magnet via a lifting rod. A perforated space is provided in the center of the wear plate and the support plate to allow the lower magnet to move up and down. When the upper cover plate experiences an impact load and sinks, the lower magnet experiences a stronger magnetic repulsive force due to the proximity of the upper magnet, overcoming the resistance of the compression spring and the damping element, causing the lower magnet to move downwards along with the lifting rod. Its advantages are: it enables the air spring to maintain good support and vibration damping performance over a long period; it can absorb impact kinetic energy as needed, eliminating the need for an external damping mechanism.

Description

Technical Field

[0001] This invention relates to the maintenance of the vibration damping performance of train air springs, specifically to a mechanism for sharing the impact load and absorbing the impact kinetic energy of the air spring damper, belonging to the field of vibration damping technology for rail transit. Background Technology

[0002] An air spring mainly consists of a lower auxiliary spring and an upper rubber air bladder. The auxiliary spring and the rubber air bladder are the damping components of the air spring.

[0003] The auxiliary spring has a rigid spindle, and the outer periphery of the spindle is a stack of rubber piles that are vulcanized together with the spindle and stacked outward and upward. The rubber piles have multiple layers of metal spacers that are vulcanized together with the rubber piles from the inside out. The outer periphery of the rubber piles is a metal outer jacket that is vulcanized together with the rubber piles. The top of the metal outer jacket is a support plate.

[0004] The top of the rubber airbag is a cover plate, and the outer periphery of the bottom surface of the cover plate and the outer periphery of the metal jacket are sealed by an annular rubber bladder skin to form a rubber airbag.

[0005] The support plate is equipped with a wear plate, which is used to catch the sinking top cover plate when the rubber airbag is suddenly depressurized, and to allow the top cover plate to slide on the wear plate.

[0006] The bottom of the spindle is the mounting base for the air spring.

[0007] Air springs are installed on the bogies to support the train carriages and to provide multi-directional vibration damping during operation.

[0008] Because the auxiliary spring is located at the bottom of the rubber air bladder, it bears the entire load above the rubber air bladder, while the spindle is the support for the entire air spring.

[0009] Rubber airbags play a primary role in vibration damping within air springs, and the internal air pressure increases with the load. As the air pressure changes, the airbag's outer layer continuously expands and contracts. This repeated expansion and contraction, especially under overload conditions caused by uneven road surfaces and high-speed impacts, accelerates fatigue and reduces elasticity of the rubber outer layer, severely impacting the train's vibration damping effect and ultimately shortening the airbag's lifespan.

[0010] The rubber body used to manufacture rubber stacks can recover its deformation under loads and impact loads, a property utilized for vibration damping in various components. However, when applied to trains as rubber stacks supporting airbags, the rubber stacks undergo irreversible creep due to long-term heavy pressure and impacts. This creep is accelerated by repeated overload impacts, causing the auxiliary spring height to gradually decrease, resulting in a lower overall height of the air spring. To compensate for the reduced height due to the auxiliary spring's creep, a differential pressure inflation device is activated to inflate the airbag and increase its height. However, this method of compensating for height by inflating the airbag further increases the expansion pressure on the rubber bladder, making it more susceptible to fatigue and aging.

[0011] In addition, the rubber airbag is subjected to repeated overload impacts under high pressure for a long time. A direct threat is that the rubber bladder itself and the joint between the rubber bladder and the top cover and metal jacket are more likely to burst and leak air.

[0012] The above problems are that air springs in the existing technology are prone to fatigue creep under long-term impact loads, which weakens their elasticity and affects the vibration reduction effect, and are prone to bursting and air leakage under long-term overload impacts.

[0013] To address the aforementioned issues, our company has conducted a series of studies, which in turn have touched upon the energy absorption and vibration reduction of air springs.

[0014] Because the rubber bladder that makes up the air spring and the rubber stack that makes up the auxiliary spring have energy-absorbing properties during compression and deformation, they generate heat during repeated compression and deformation. Therefore, when the air spring encounters an impact load, it absorbs some of the impact kinetic energy, giving the air spring a certain vibration damping effect. However, relying solely on the air spring's own energy absorption for vibration damping is insufficient; other auxiliary measures are also needed, such as:

[0015] Shock absorbers are installed between the train carriages and the bogies;

[0016] An outer container is installed in the air spring, and a pressure damping air channel is set between the air spring and the outer container. The pressure change inside the air spring causes the gas inside the air spring to flow back and forth between the air spring and the outer container through the pressure damping air channel to achieve damping and energy absorption.

[0017] The problem with the above energy absorption and vibration reduction settings is that they increase the structure of the train's secondary suspension (including support and vibration reduction mechanisms such as air springs), which does not conform to the trend of minimalist design that integrates and unifies the support and vibration reduction mechanisms in the secondary suspension.

[0018] In response to the above issues, our company will conduct comprehensive research. We will also search for relevant research in this field. Currently, we have not found any cases that specifically address the above issues in a comprehensive manner. However, our company believes that effectively solving the above issues is of great significance for maintaining good vibration reduction performance of trains in the long term and extending the service life of air springs. Summary of the Invention

[0019] The technical problem to be solved by this invention is: how to share the impact load with the rubber air bladder and rubber stack of an air spring while absorbing part of the impact kinetic energy.

[0020] To address the above problems, the technical solution proposed by this invention is as follows:

[0021] A mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper includes an upper cover plate and a spindle in the air spring, as well as an upper magnet, a lower magnet, a compression spring, and a damping device. The upper magnet is mounted on the upper cover plate, and the lower magnet is pressed onto the spindle below the upper magnet by the compression spring. The adjacent ends of the upper and lower magnets have the same polarity. The damping device is disposed inside the spindle and has a damping element. The damping element is connected to the lower magnet by a lifting rod. A perforated space is provided in the center of the wear plate and the support plate to allow the lower magnet to move up and down. When the upper cover plate sinks due to an impact load, the lower magnet is subjected to a magnetic repulsive force that is enhanced by the proximity of the upper magnet, which overcomes the resistance of the compression spring and the damping element, causing the lower magnet to move down together with the lifting rod.

[0022] Furthermore, a distance is always maintained between the upper magnet and the lower magnet.

[0023] Furthermore, the spindle has a cylindrical vibration-damping cavity inside, and above the vibration-damping cavity is a circular hole for accommodating the lifting rod, which connects the vibration-damping cavity and the rubber airbag cavity.

[0024] Furthermore, the compression spring is installed inside the vibration damping cavity, with its lower end pressing against the bottom of the vibration damping cavity. The middle section of the lifting rod is located inside the circular hole, and the lower section of the lifting rod inside the vibration damping cavity has a fixedly connected pressure plate. The pressure plate presses against the upper end of the compression spring, and the lower magnet is pressed against the compression spring through the lifting rod and the pressure plate.

[0025] Furthermore, the opening of the circular hole is located at the center of the top surface of the vibration damping cavity, and the top surface of the vibration damping cavity around the opening of the circular hole forms a limiting surface for limiting the upward height of the pressure plate.

[0026] Furthermore, the damping device is a damper, the damping element is the piston rod of the damper, and the lower end of the damper is fixed to the bottom of the vibration reduction cavity.

[0027] Furthermore, the pressure plate is a damping component of the damping device, which has an axial damping hole, and the vibration reduction cavity is a component of the damping device, which is filled with damping fluid.

[0028] Furthermore, a buffer space communicating with the damping cavity is provided in the mandrel with the center of the limiting surface facing upward. The level of the damping fluid in the damping cavity is located in the buffer space, so that the pressure plate is immersed in the damping fluid.

[0029] Furthermore, the bottom end of the mandrel has a base that is detachably assembled with the mandrel, the vibration damping cavity opens at the bottom end of the mandrel, the base is sealed and assembled with the bottom end of the mandrel through a sealing gasket, and the upper end surface of the base is the bottom surface of the vibration damping cavity.

[0030] Furthermore, the upper and lower magnets are permanent magnets made of permanent magnet material; or, the upper and lower magnets are electromagnets.

[0031] Beneficial effects:

[0032] 1. To ensure that the rubber airbag and rubber stack maintain good elasticity over a long period of time, thereby enabling the air spring to maintain good support and vibration damping performance over a long period of time;

[0033] 2. It can reduce the risk of rubber airbag rupture and leakage;

[0034] 3. It can absorb impact kinetic energy as needed, eliminating the need for external damping mechanisms and enabling the integration of the train's secondary suspension system. Attached Figure Description

[0035] Figure 1 This is a cross-sectional schematic diagram of the air spring in Embodiment 1. The upper and lower magnets are shown to be permanent magnets.

[0036] Figure 2 This is a cross-sectional schematic diagram of the air spring in Example 1. The figure shows an air spring that has been modified to absorb impact kinetic energy by adding a mechanism to share the impact load.

[0037] Figure 3 This is a cross-sectional schematic diagram of the air spring in Embodiment 1. The upper and lower magnets are shown to be electromagnets.

[0038] Figure 4 This is a cross-sectional schematic diagram of the air spring in Example 2. The figure shows an air spring that has been modified to absorb impact kinetic energy by adding a mechanism to share the impact load.

[0039] Figure 5 for Figure 4 A cross-sectional schematic diagram of an air spring with a mechanism for sharing the impact load and absorbing the impact kinetic energy.

[0040] Figure 6 This is a cross-sectional schematic diagram of the air spring in Example 2. The upper and lower magnets are shown to be permanent magnets.

[0041] In the diagram: 1. Rubber airbag; 101. Top cover plate; 102. Airbag skin; 2. Auxiliary spring; 201. Mandrel; 2011. Circular hole; 2012. Vibration damping cavity; 2013. Limiting surface; 2014. Buffer space; 2015. Rubber stack; 3. Sealing gasket; 4. Base; 5. Wear plate; 6. Support plate; 7. Hole-shaped space; 8. Upper magnet; 9. Lower magnet; 10. Lifting rod; 11. Pressure plate; 1101. Damping hole; 12. Tray; 13. Compression spring; 14. Damper; 1401. Piston rod; 15. Damping fluid. Detailed Implementation

[0042] The present invention will be further described below with reference to embodiments and accompanying drawings:

[0043] like Figure 1 As shown in Figure 6, for ease of explanation, we define the pressure borne by the air spring cover plate 101 in this application as two types: load and impact load. Load is the pressure exerted on the cover plate 101 by the carriage when the train is running on a smooth road, which is constant and does not fluctuate much; impact load is the pressure that the cover plate 101 is subjected to by the carriage during the train's operation on an uneven road, which is a sudden increase in pressure followed by a decrease.

[0044] Example 1

[0045] like Figure 1 As shown in Figure 3, a mechanism for absorbing impact kinetic energy by sharing impact loads in an air spring damper includes an upper cover plate 101 and a spindle 201 in the air spring, as well as an upper magnet 8, a lower magnet 9, a compression spring 13, and a damping device. The upper magnet 8 is mounted on the upper cover plate 101, and the lower magnet 9 is pressed against the spindle 201 below the upper magnet 8 by the compression spring 13. The adjacent ends of the upper magnet 8 and the lower magnet 9 have the same polarity, either S pole or N pole, so that a magnetic repulsive force is generated between the upper magnet and the lower magnet. The damping device is disposed in the spindle 201 and has a damping element. The damping element has a damping force during the pushing process to absorb the impact kinetic energy. The damping element is connected to the lower magnet 9 by a lifting rod 10. In order to allow the lower magnet 9 and the lifting rod 10 to pass through the wear plate 5 and the support plate 6, a perforated space 7 is provided in the center of the wear plate 5 and the support plate 6 to allow the lower magnet 9 to move up and down. When the train travels on an uneven track and the upper cover 101 experiences an impact load from the carriage and sinks, the lower magnet 9 experiences a stronger magnetic repulsion force due to the downward approach of the upper magnet 8. This force overcomes the resistance of the compression spring 13 and the damping element, causing the lower magnet 9 to descend along with the lifting rod 10. During this process, the compression spring is continuously compressed. When the impact load on the upper cover 101 is released, the rebound force of the compression spring 13 overcomes the resistance of the damping element and, through the magnetic repulsion between it and the upper magnet 8, assists the rubber airbag 1 in causing the upper cover 101 to rise back to its original position.

[0046] Since the lower magnet is pressed onto the spindle 201 by the compression spring 13, during the downward sinking process of the upper cover plate 101 under impact load, the magnetic repulsion between the upper magnet 8 and the lower magnet 9 distributes part of the downward impact force on the upper cover plate 101, which is then transmitted to the spindle 201 via the lower magnet 9 and the compression spring 13. This directly reduces the impact force on the rubber airbag 1 and the auxiliary spring 2. Furthermore, if the upper magnet 8 and the lower magnet 9 are made of permanent magnet material, even when the upper cover plate 101 is not subjected to impact load, the magnetic repulsion between the upper magnet 8 and the lower magnet 9 will always maintain an upward supporting force on the upper cover plate 101, thus sharing a portion of the load applied by the carriage for the rubber airbag 1 and the auxiliary spring 2 over a long period. In this way, the expansion pressure on the rubber bladder 102 and the rubber stack 2015 of the auxiliary spring is significantly reduced, and the rubber bladder and rubber stack can maintain good elasticity for a long time, thereby enabling the air spring to maintain good support and vibration reduction performance for a long time.

[0047] Because the damping element has a damping and energy absorption function, during the process of the upper cover plate 101 falling under the impact load and during the recovery process after the impact load is released, the lifting rod 10 accompanies the upper cover plate 101 in descending and rising. During the descent and rise of the lifting rod 10, it is carried out by overcoming the resistance of the damping element connected to the lifting rod 10. It can absorb the impact kinetic energy according to the set amount, without the need to set an external vibration damping mechanism, so that the train's secondary suspension mechanism can be integrated.

[0048] In this application, the upper magnet 8 and the lower magnet 9 are permanent magnets made of permanent magnet material, or the upper magnet 8 and the lower magnet 9 are electromagnets. However, as a preferred option, the upper magnet 8 and the lower magnet 9 are permanent magnets.

[0049] The upper magnet 8 and the lower magnet 9 are always kept at a distance, meaning the upper cover plate 101 and the lower magnet 9 are always kept at a distance. This arrangement ensures that while the lower magnet 9 provides vertical support to the upper cover plate 101 through repulsion against the upper magnet 8, it does not interfere with the upper cover plate 101 in the horizontal direction, thus maintaining the original horizontal stiffness of the air spring. To achieve the goal of always maintaining a distance between the upper cover plate 101 and the lower magnet 9, the strength of the compression spring 13 is set according to the magnitude of the magnetic repulsion between the upper magnet 8 and the lower magnet 9, ensuring that the upper cover plate 101 will not come into contact with the lower magnet 9 even when subjected to extreme impact loads.

[0050] The spindle 201 has a cylindrical vibration-damping cavity 2012. Above the vibration-damping cavity 2012 is a circular hole 2011 that connects the vibration-damping cavity 2012 to the cavity of the rubber airbag 1, accommodating the lifting rod 10. Preferably, a compression spring 13 is installed inside the vibration-damping cavity 2012, with its lower end pressing against the bottom of the cavity. This positions the middle section of the lifting rod 10 within the circular hole 2011. The lower section of the lifting rod 10 within the vibration-damping cavity 2012 has a fixedly connected pressure plate 11, which presses against the upper end of the compression spring 13. The lower magnet 9 is pressed against the compression spring 13 via the lifting rod 10 and the pressure plate 11. That is, the lower magnet 9 is pressed against the spindle 201 via the lifting rod 10, the pressure plate 11, and the compression spring 13, and is not limited to being pressed against the spindle 201 solely by the compression spring 13.

[0051] Furthermore, to securely install the lower magnet, a tray 12 is mounted on the upper end of the lifting rod 10, and the lower magnet 9 is fixed on the tray 12.

[0052] The opening of the circular hole 2011 is located at the center of the top surface of the vibration damping cavity 2012. The top surface of the vibration damping cavity 2012 around the opening of the circular hole 2011 forms a limiting surface 2013 to limit the upward height of the pressure plate 11, thereby limiting the maximum height of the lower magnet and maintaining a set distance between it and the upper magnet 8. The factor to consider in setting this distance is that the lower magnet does not need to provide too much magnetic repulsion under non-excessive load conditions, so as not to excessively increase the vertical stiffness of the air spring.

[0053] In this embodiment, the damping device is a widely used damper 14 without a built-in return spring. The damping element is the piston rod 1401 of the damper 14, which has a damping piston inside the damper 14 that performs a damping function. The lower end of the damper 14 is fixed to the bottom of the vibration damping cavity 2012.

[0054] To facilitate the assembly of the various components of the vibration damping cavity 2012, the bottom end of the spindle 201 has a base 4 that is detachably assembled with the spindle 201. The vibration damping cavity 2012 opens at the bottom end of the spindle 201. The base 4 is sealed to the bottom end of the spindle 201 through a sealing gasket 3. The upper surface of the base 4 is the bottom surface of the vibration damping cavity 2012.

[0055] Example 2

[0056] like Figure 4 As shown in Figure 6, the difference between this and Embodiment 1 is that: the pressure plate 11 is a damping component of the damping device, which has an axial damping hole 1101, and the vibration reduction cavity 2012 is a component of the damping device, which is filled with damping fluid 15.

[0057] Furthermore, a buffer space 2014 communicating with the damping cavity 2012 is provided in the mandrel 201 with the center of the limiting surface 2013 facing upward. The level of the damping fluid 15 in the damping cavity 2012 is located in the buffer space 2014, so that the pressure plate 11 is immersed in the damping fluid 15. This allows the pressure plate 11, which is a damping element, to move up and down completely in the damping fluid 15. During the up and down movement, a sufficient amount of damping fluid 15 is forced to pass through the damping hole 1101, so that the pressure plate 11 obtains a good damping effect.

[0058] Since the buffer space 2014 is connected to the rubber airbag 1 through the round hole 2011, the surface of the damping fluid 15 in the buffer space 2014 is subjected to a strong air pressure equal to the pressure inside the rubber airbag 1. Therefore, during the process of the pressure plate 11 moving up and down in the damping fluid 15, the damping fluid 15 will not overflow from the round hole 2011.

[0059] Preferably, in this embodiment, the upper magnet 8 and the lower magnet 9 are permanent magnets made of permanent magnet material.

[0060] The above embodiments are only used to describe the present invention more clearly, and should not be regarded as limiting the scope of protection covered by the present invention. Any equivalent modifications should be regarded as falling within the scope of protection covered by the present invention.

Claims

1. A mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper, comprising an upper cover plate (101) and a spindle (201) in the air spring, characterized in that: It also includes an upper magnet (8), a lower magnet (9), a compression spring (13), and a damping device. The upper magnet (8) is mounted on the upper cover plate (101). The lower magnet (9) is pressed on the spindle (201) below the upper magnet (8) by the compression spring (13). The upper magnet (8) and the lower magnet (9) have the same polarity at their adjacent ends. The damping device is set inside the spindle (201) and has a damping element. The damping element is connected to the lower magnet (9) by a lifting rod (10). A hole-like space (7) is provided in the center of the wear plate (5) and the support plate (6) to allow the lower magnet (9) to move up and down. When the upper cover plate (101) encounters an impact load and sinks, the lower magnet (9) is subjected to the magnetic repulsion force enhanced by the proximity of the upper magnet (8) and overcomes the resistance of the compression spring (13) and the damping element, causing the lower magnet (9) to move down together with the lifting rod (10).

2. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 1, characterized in that: The upper magnet (8) and the lower magnet (9) always maintain a distance.

3. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 2, characterized in that: The spindle (201) has a cylindrical vibration damping cavity (2012) inside, and a circular hole (2011) above the vibration damping cavity (2012) is provided to accommodate the lifting rod (10) and connect the vibration damping cavity (2012) with the cavity of the rubber airbag (1).

4. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 3, characterized in that: The compression spring (13) is installed in the vibration damping cavity (2012), with its lower end pressing against the bottom of the vibration damping cavity (2012). The middle section of the lifting rod (10) is located in the circular hole (2011). The lower section of the lifting rod (10) located in the vibration damping cavity (2012) has a fixedly connected pressure plate (11). The pressure plate (11) presses against the upper end of the compression spring (13). The lower magnet (9) is pressed against the compression spring (13) through the lifting rod (10) and the pressure plate (11).

5. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 4, characterized in that: The opening of the circular hole (2011) is located at the center of the top surface of the vibration damping cavity (2012), and the top surface of the vibration damping cavity (2012) around the opening of the circular hole (2011) forms a limiting surface (2013) for limiting the upward height of the pressure plate (11).

6. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 5, characterized in that: The damping device is a damper (14), and the damping element is the piston rod (1401) of the damper (14). The lower end of the damper (14) is fixed to the bottom of the vibration damping cavity (2012).

7. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 5, characterized in that: The pressure plate (11) is a damping component of the damping device, which has an axial damping hole (1101). The vibration reduction cavity (2012) is a component of the damping device, which is filled with damping fluid (15).

8. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to claim 7, characterized in that: The center of the limiting surface (2013) with an upward-facing mandrel (201) has a buffer space (2014) that communicates with the damping cavity (2012). The level of the damping fluid (15) in the damping cavity (2012) is located in the buffer space (2014), so that the pressure plate (11) is immersed in the damping fluid (15).

9. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to any one of claims 3-8, characterized in that: The bottom end of the mandrel (201) has a base (4) that is detachably assembled with the mandrel (201). The vibration damping cavity (2012) opens at the bottom end of the mandrel (201). The base (4) is sealed and assembled with the bottom end of the mandrel (201) through a sealing gasket (3). The upper surface of the base (4) is the bottom surface of the vibration damping cavity (2012).

10. The mechanism for distributing impact loads and absorbing impact kinetic energy for an air spring damper according to any one of claims 1-8, characterized in that: The upper magnet (8) and the lower magnet (9) are permanent magnets made of permanent magnet material; or, the upper magnet (8) and the lower magnet (9) are electromagnets.

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