Gas-liquid buffer

Abstract

The invention provides a gas-liquid buffer. A first liquid cavity is formed between the plunger end cover and the closed end of the cylinder body; the plunger is of a cylindrical structure, a plunger cavity is formed, and a piston is arranged in the plunger cavity; a second liquid cavity is formed between the piston and the plunger end cover, and an air cavity is formed between the piston and the closed end of the plunger; a gap is formed between the peripheral wall of the plunger and the inner wall of the cylinder body to form a third liquid cavity; the first throttling rod is partially located in the first liquid cavity, and the opening end of the first throttling rod is inserted into the second liquid cavity through a first through hole formed in the plunger; the second throttling rod is arranged in a space between the plunger and the inner wall of the cylinder body, penetrates through the plunger end cover, and is partially positioned in the first liquid cavity and partially positioned in the third liquid cavity; the second throttle lever forms a second throttle lever liquid cavity, or the second throttle lever is matched with the cylinder body part to form the second throttle lever liquid cavity; the plunger end cover is provided with a fluid channel which is communicated with the second liquid cavity and the third liquid cavity; a plurality of first damping fluid through holes are formed in the first throttling rod, and a plurality of second damping fluid through holes are formed in the second throttling rod.

Description

Technical Field

[0001] The invention relates to the technical field of rail transportation, and in particular to a gas-liquid buffer. Background Art

[0002] With the demands of longer train formations, heavier total weight, larger train passenger capacity and faster running speed, higher requirements are placed on the smoothness of train operation. Train buffer devices play an important role in the smoothness of train operation. Since gas-liquid buffers have good dynamic and static characteristics such as large capacity and high energy absorption rate, they can more effectively buffer and absorb the impact and collision energy between vehicles, and improve the train's riding comfort, running stability and operational safety. Therefore, in the prior art, for vehicles with high running stability, high-performance gas-liquid buffers are generally used in coupling buffer devices.

[0003] At present, the existing gas-liquid buffer only has the buffering energy absorption function of variable damping in the compression direction. The tensile direction is usually matched with a ring spring buffer or relies on an internal fixed damping hole to absorb part of the collision energy in the tensile direction. The existing gas-liquid buffer has limited buffering energy absorption effect in the tensile direction, and the internal structure design is relatively complex; at the same time, the gas-liquid buffer has a high correlation characteristic between damping and speed, and its damping force is positively correlated with the size of the external action speed. Usually, as the impact stroke increases, the impact speed will decrease, and the buffer damping force will also decrease, resulting in a decrease in the energy absorption effect of the buffer in the second half, which is not conducive to the full dissipation of the external impact kinetic energy; and the existing gas-liquid buffer needs to be installed in the buffer housing, which has a complex structure and a large weight, which is not conducive to the compact and lightweight design of the coupler.

[0004] For example, the patent with publication number CN114135615B discloses a gas-liquid buffer energy absorption device, which achieves the effect of tensile and compressive buffer energy absorption by configuring a liquid chamber in combination with a gas chamber. However, its buffer structure cannot adapt to the change of damping force to achieve the adjustment of buffer absorption capacity. Summary of the invention

[0005] The purpose of the present invention is to solve one of the above-mentioned technical problems and to provide a variable damping gas-liquid buffer that can better adapt to the operating environment of the train and provide a more reasonable adaptive buffer force.

[0006] To achieve the above object, the technical solution adopted by the present invention is:

[0007] A gas-liquid buffer, comprising:

[0008] Cylinder body component: comprising a cylinder body, wherein the cylinder body comprises a closed end and an open end, and a cylinder body cavity is formed between the closed end and the open end;

[0009] The plunger assembly comprises a plunger and a plunger end cover, wherein the plunger end cover is installed in the cylinder cavity, and its outer wall is in contact with the inner wall of the cylinder cavity, and a first liquid cavity is formed between the plunger end cover and the closed end of the cylinder; the plunger is inserted in the cylinder cavity, and is sealed with the open end of the cylinder, and comprises a closed end and an open end, and its open end is connected to the plunger end cover, and the plunger end cover seals the open end of the plunger; the plunger is a cylindrical structure, and a plunger cavity is formed, and a piston is arranged inside the plunger cavity; a second liquid cavity is formed between the piston and the plunger end cover, and an air cavity is formed between the piston and the closed end of the plunger; there is a gap between the outer peripheral wall of the plunger and the inner wall of the cylinder body, and a third liquid cavity is formed;

[0010] The first throttle rod is cylindrical, with a first end being an open end, and a second end opposite to the first end being mounted on the cylinder body to form a closed end; the first throttle rod is partially located in the first liquid chamber, and its open end is inserted into the second liquid chamber through a first through hole provided on the plunger end cover;

[0011] The second throttle rod is arranged in the space between the plunger and the inner wall of the cylinder body. The plunger end cover is provided with a second through hole. The second throttle rod passes through the second through hole, and is partially located in the first liquid chamber and partially located in the third liquid chamber. The second throttle rod forms a second throttle rod liquid chamber, or the second throttle rod cooperates with the cylinder body component to form the second throttle rod liquid chamber.

[0012] A fluid channel is arranged on the plunger end cover, connecting the second liquid chamber and the third liquid chamber; a plurality of first damping fluid through holes are arranged at intervals along the length direction of the first throttle rod, and a plurality of second damping fluid through holes are arranged at intervals along the length direction of the second throttle rod.

[0013] In some embodiments of the present invention, a one-way valve is provided on the fluid channel of the plunger end cover, and the one-way valve is configured to open when the pressure of the first liquid chamber is greater than the pressure of the third liquid chamber.

[0014] In some embodiments of the present invention, the cylinder component includes an end nut provided at an open end of the cylinder, and the end nut closes a gap between the plunger and the open end of the cylinder.

[0015] In some embodiments of the present invention, the cylinder component includes a first inner ring, the first inner ring is sleeved on the outer peripheral wall of the plunger, and the end of the second throttle rod facing the first inner ring is connected to the first inner ring.

[0016] In some embodiments of the present invention, a slot or a mounting hole is provided on the first inner ring, and the second throttle rod is inserted into the slot or the mounting hole.

[0017] In some embodiments of the present invention, the cylinder component includes a second inner ring, the second clamping ring is arranged at the closed end of the cylinder, and the end of the second throttle rod facing the second inner ring is connected to the second inner ring.

[0018] In some embodiments of the present invention, a slot or a mounting hole is provided on the second inner ring, and the second throttle rod is inserted into the slot or the mounting hole.

[0019] In some embodiments of the present invention, the plunger includes a plug body section and a joint section, the closed end is located at the joint section, the joint section can be adapted to be connected to the first vehicle body, the open end is located at the plug body section, the plug body section can be inserted into the cylinder body, the joint section is provided with an air path, and the air path is connected to the air cavity.

[0020] In some embodiments of the present invention, a liquid inlet is provided at the closed end of the cylinder body, and the liquid inlet is connected to the first liquid chamber.

[0021] In some embodiments of the present invention, a hinged ring or a snap-fit ​​joint is provided at the closed end of the cylinder body so that the cylinder body can be adapted to be connected to the first vehicle body;

[0022] The closed end of the plunger is provided with a hinged ring, or a snap-fit ​​joint, so that the plunger can be adapted to be connected to the second vehicle body.

[0023] Compared with the prior art, the gas-liquid buffer provided by the present invention has the following beneficial effects:

[0024] 1. A tension-compression bidirectional variable damping gas-liquid buffer is provided. By innovatively designing a variable damping structure of a throttle rod in the tension direction, the gas-liquid buffer has a buffering and energy-absorbing function with variable damping in the tension direction, and improves the energy absorption capacity of the gas-liquid buffer in the second half of the tension and compression directions, so that the buffer can more effectively buffer and absorb the collision energy between vehicles, further improving the ride comfort and operational safety of the train.

[0025] 2. The damping adjustment structure is based on a double throttle rod structure. By innovatively using a new throttle rod structure, the processing technology of parts is improved, which is beneficial to ensure the accuracy of the throttle hole size on the throttle rod, and improve the structural reliability and performance stability of the buffer, especially for long-stroke buffers. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0027] Figure 1 It is a schematic diagram of the cross-sectional structure of the gas-liquid buffer.

[0028] Figure 2 It is a schematic diagram of the cross-sectional structure of the gas-liquid buffer.

[0029] Figure 3 This is a partial enlarged view of the gas-liquid buffer.

[0030] Figure 4 Schematic diagram of the gas-liquid buffer structure.

[0031] 1-cylinder body, 101-open end, 102-closed end, 103-hinge ring, 104-clamping ring joint, 105-liquid inlet;

[0032] 2- Sealing plug;

[0033] 3- One-way valve;

[0034] 4- plunger, 401- hinged ring, 402- gas path;

[0035] 5- plunger end cover, 501- fluid channel, 502- first through hole, 503- second through hole, 504- protruding ring;

[0036] 601-first liquid chamber, 602-second liquid chamber, 603-third liquid chamber, 604-air chamber, 605-second throttle rod liquid chamber;

[0037] 7-Piston;

[0038] 801-first damping fluid through hole, 802-second damping fluid through hole;

[0039] 9-end nut;

[0040] 10-first throttle rod closure;

[0041] 1101-first sealing ring, 1102-second sealing ring, 1103-third sealing ring, 1104-fourth sealing ring, 1105-fifth sealing ring;

[0042] 12- first throttle lever;

[0043] 13- Second throttle lever;

[0044] 14-first inner ring, 1401-slot;

[0045] 15-second inner ring, 1501-slot. DETAILED DESCRIPTION

[0046] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0047] In the description of the present application, it should be noted that the fixed connection described in the present application can be a detachable fixed connection or an integrated fixed connection; the indication of the orientation or positional relationship is based on the positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0048] The terms "first" and "second" are used for descriptive purposes only and are not intended to imply relative importance.

[0049] The invention provides a variable damping gas-liquid buffer which can be installed between two car bodies of a rail vehicle and is used for buffering the tensile and compressive forces of vehicle parts.

[0050] Structural reference of variable damping gas-hydraulic buffer Figures 1 to 4 .

[0051] The gas-liquid damper includes a cylinder component, a plunger assembly, a first throttle rod 12 and a second throttle rod 13 .

[0052] The cylinder 1 is a part of the cylinder assembly. The cylinder 1 of the buffer includes a closed end 102 and an open end 101, and a cylinder cavity is formed between the closed end 102 and the open end 101. In the use state, the cylinder 1 can be adapted to be installed on the first vehicle body. In order to solve the installation problem between the cylinder 1 and the vehicle body, a Figure 1 In the manner shown, a hinge ring 103 is provided at the closed end of the cylinder body 1, and the outer portion of the closed end of the cylinder body 1 can also be designed as a clamping ring joint 104, see Figure 4 The cylinder body 1 is cylindrical in shape, forming a cylindrical cylinder body cavity.

[0053] The plunger 4 and the plunger end cover 5 constitute a plunger assembly.

[0054] The plunger end cap 5 is installed in the cylinder cavity, and its outer wall is in contact with the inner wall of the cylinder 1, and a first liquid cavity 601 is formed between the plunger end cap 5 and the closed end of the cylinder 1. The plunger end cap 5 is movably installed in the cylinder cavity and can move along the cylinder 1. The fifth sealing ring 1105 is arranged along the outer wall of the plunger end cap 5, and the fifth sealing ring 1105 is in contact with the inner wall of the cylinder 1 to achieve sealing between the plunger end cap 5 and the cylinder 1.

[0055] The plunger 4 is inserted into the cylinder cavity, and includes a closed end and an open end. The open end is connected to the plunger end cover 5, and the plunger end cover closes the open end of the plunger, and the closed end is located outside the cylinder 1. When the buffer is in use, the plunger 4 is used to be adapted and installed to the second vehicle body. In order to solve the installation problem between the plunger 4 and the vehicle body, in some embodiments of the present invention, the closed end of the plunger 4 is provided with a hinge ring 401, or a snap-on joint, so that the plunger 4 can be adapted and connected to the second vehicle body.

[0056] The plunger 4 is a cylindrical structure, with a plunger cavity formed between the closed end and the open end, and a piston 7 is arranged inside the plunger cavity. The piston 7 closes the plunger cavity in the radial direction, dividing the plunger cavity into two parts, forming a second liquid cavity 602 between the piston 7 and the plunger end cover 5, and an air cavity 604 between the piston 7 and the closed end of the plunger 4; when the pressure difference between the air cavity 604 and the second liquid cavity 602 changes, the piston 7 can move along the plunger cavity to achieve pressure balance. The piston 7 has the effect of oil and gas separation, and the third sealing ring 1103 arranged along the outer wall of the piston 7 fits with the inner wall of the plunger 2 to achieve sealing between the piston 7 and the plunger 4. There is a gap between the outer peripheral wall of the plunger 4 and the inner wall of the cylinder body 1, forming the third liquid cavity 603.

[0057] In some embodiments of the present invention, the main body of the plunger end cap 5 forms an annular protruding ring portion 504, which is inserted into the open end of the plunger 4, and the two fit in a snug fit. An external thread can be provided on the protruding ring portion 504, and an internal thread can be provided on the open end of the plunger 4, and the two threads fit in a screw fit. A fourth sealing ring 1104 is provided on the outer periphery of the protruding ring portion 504 to solve the problem of sealing between the plunger end cap 5 and the plunger 4.

[0058] The cylinder body component also includes an end nut 9. In some embodiments, the open end of the cylinder body 1 can be designed as a variable diameter structure, so that the caliber of the open end of the cylinder body is reduced relative to the part of the cylinder body cavity, so as to adapt to the outer diameter of the plunger 4, and can form a closed structure with the plunger 4. In some embodiments, the cylinder body 1 itself can also be designed as a uniform cylindrical cavity structure. Since the outer diameter of the plunger 4 is smaller than the caliber of the inner diameter of the cylinder body 1, after the plunger 4 is inserted into the cylinder body 1, a gap is formed between the open end of the cylinder body 1, and the gap structure needs to be closed. In some embodiments of the present invention, an end nut 9 is provided at the open end of the cylinder body 1, and the end nut 9 closes the gap between the plunger 4 and the open end of the cylinder body 1. The end nut 9 is annular and open at both ends. The largest outer circumferential surface of the end nut 9 is an external thread interface, which is installed in conjunction with the internal thread of the open end of the cylinder body 1. In order to further improve the sealing effect, a first sealing ring 1101 arranged on the inner wall of the end nut 9 is used for sealing between the end nut 9 and the plunger 4 , and a second sealing ring 1102 arranged on the outer wall of the end nut 9 is used for sealing between the end nut 9 and the cylinder body 1 .

[0059] The first throttle rod 12 is cylindrical, with a first end being an open end, and a second end opposite to the first end being mounted on the cylinder body to form a closed end, thereby forming a first throttle rod cavity; the first throttle rod 12 is partially located in the first liquid cavity 601, and its open end is inserted into the second liquid cavity 602 through a first through hole 501 provided on the plunger end cover 5. The through hole 502 provides a movement channel for the first throttle rod 12, and the plunger end cover 5 and the first throttle rod 12 can move relative to each other.

[0060] The second end of the first throttle rod 12 is a threaded hole end, and the threaded hole end of the first throttle rod 15 is a cylindrical step structure. The external thread is threadedly installed with the bottom hole of the closed end of the cylinder body 1, and the internal thread hole is sealed by threaded connection with the first throttle rod closure 10. This method can ensure the processing accuracy of the small hole channel on the first throttle rod 15, thereby improving the stability of the buffer performance.

[0061] The second throttle rod 13 is arranged in the space between the plunger 4 and the inner wall of the cylinder body 1, that is, between the third liquid chamber 603 and the first liquid chamber 601. The plunger end cover 5 is provided with a second through hole 503, through which the second throttle rod 13 passes, and is partially located in the first liquid chamber 601 and partially located in the third liquid chamber 603.

[0062] In some embodiments, both ends of the second throttle rod 13 may be designed as closed structures, so that the second throttle rod 13 itself may form a second throttle rod liquid chamber 605 .

[0063] In some embodiments, the second throttle rod 13 cooperates with the cylinder component to form a second throttle rod liquid chamber 605 .

[0064] Specifically, the cylinder body component includes a first inner ring 14, which is sleeved on the outer peripheral wall of the plunger 4, and the end of the second throttle rod 13 facing the first inner ring 14 is connected to the first inner ring 14. In order to facilitate the connection between the first inner ring 14 and the second throttle rod 13, a slot 1401 can be provided on the first inner ring 14, and the second throttle rod 13 is inserted into the slot 1401.

[0065] In some embodiments, the card slot may also be replaced by a mounting hole.

[0066] Further, the cylinder component includes a second inner ring 15, and the second clamping ring 15 is arranged at the closed end of the cylinder 1, specifically, at the bottom of the closed end of the cylinder, the size of the outer peripheral wall of the second inner ring 15 matches the size of the inner wall of the cylinder 1, and the second inner ring 15 fits the inside of the cylinder 1. The end of the second throttle rod 13 facing the second inner ring 15 is connected to the second inner ring 15. In order to facilitate the connection between the second inner ring 15 and the second throttle rod 13, a clamping groove 1501 can be provided on the second inner ring 15, and the second throttle rod 13 is inserted into the clamping groove 1501.

[0067] The diameters of the clamping slots 1401 and 1501 are adapted to the size of the second throttle rod 13 so that the second throttle rod 13 will not fall out after being inserted.

[0068] In a preferred implementation structure, the cylinder body component includes a first inner ring 14 and a second inner ring 15, and the two ring bodies are relatively arranged on both sides of the length direction of the second throttle rod 13. In some embodiments, an inner ring can also be designed, and the pipe opening on the other side of the second throttle rod 13 is correspondingly designed as a closed structure.

[0069] In the initial state, pressure balance is achieved between the first liquid chamber 601, the second liquid chamber 602, the third liquid chamber 603, the air chamber 604 and the second throttle rod liquid chamber 605. When the train is subjected to impact or tension, this balance will be destroyed. The dynamic balance is adjusted by the linkage between the various chambers to provide buffering force for the vehicle. In order to achieve the linkage between the various liquid chambers and air chambers, a fluid channel 501 is provided on the plunger end cover 5, and the fluid channel 501 connects the second liquid chamber 602 and the third liquid chamber 603; a plurality of first damping fluid through holes 801 are arranged at intervals along the length direction of the first throttle rod 12, and a plurality of second damping fluid through holes 802 are arranged at intervals along the length direction of the second throttle rod 13.

[0070] In the initial working state of the gas-liquid buffer, the first damping fluid through hole 801 is at least partially located in the first liquid chamber 601, and the second damping fluid through hole 802 is at least partially located in the first liquid chamber 601 and partially located in the third liquid chamber 603. Therefore, as a preferred embodiment, the first damping fluid through holes 801 are arranged at intervals in the entire length direction of the first throttle rod 12, and the second damping fluid through holes 802 are arranged at intervals in the entire length direction of the second throttle rod 13, so that it can be ensured that in various working states, the first damping fluid through hole 801 is partially located in the first liquid chamber 601 and partially located in the second liquid chamber 602, and the second damping fluid through hole 802 is partially located in the first liquid chamber 601 and partially located in the third liquid chamber 603.

[0071] In some embodiments of the present invention, a one-way valve 3 is provided on the fluid passage of the plunger end cap 5, and the one-way valve 3 is configured to open when the pressure of the first liquid chamber 601 is greater than the pressure of the third liquid chamber 603. When the plunger 4 moves to the left under the tensile effect of an external force, the first liquid chamber 601 forms a vacuum chamber, the pressure of the third liquid chamber 603 is greater than the pressure of the first liquid chamber 601, and the one-way valve 3 is closed; when the plunger 4 moves to the right under the compression effect of an external force, the pressure of the first liquid chamber 601 is greater than the pressure of the third liquid chamber 603, and the one-way valve 3 is opened.

[0072] In the above structure, the liquid in the first liquid chamber 601 and the second liquid chamber 602 can flow through the first throttle rod chamber and the first damping fluid through hole 801, the liquid in the second liquid chamber 602 and the third liquid chamber 603 can flow through the fluid channel 501, the liquid in the first liquid chamber 601 and the second throttle rod liquid chamber 605 can flow through the second damping fluid through hole 802, and the liquid in the third liquid chamber 603 and the second throttle rod liquid chamber 605 can flow through the second damping fluid through hole 802. The first damping fluid through hole 801 and the second damping fluid through hole 802 can achieve a variable damping buffering effect.

[0073] In some embodiments of the present invention, the plunger 4 includes a plug body section and a joint section, the closed end is located in the joint section, the joint section can be adapted to be connected to the first vehicle body, and the joint section is provided with a gas path 402, the gas path 402 is connected to the gas cavity 604, and is used to pass gas into the gas cavity 604. A sealing plug 2 is provided on the gas path 402. The open end is located in the plug body section, and the plug body section can be inserted into the cylinder body.

[0074] In some embodiments of the present invention, a liquid inlet 105 is provided at the closed section of the cylinder body. The liquid inlet 105 is connected to the first liquid chamber 601 and is used to inject liquid into the first liquid chamber 601 .

[0075] The working principle of the gas-liquid buffer provided by the present invention is as follows.

[0076] Compression energy absorption process: When the gas-liquid buffer is compressed by external force, the plunger 2 retracts into the cylinder body 1, the gap between the plunger end cover 5 and the closed end 102 of the cylinder body becomes smaller, the pressure increases, and the oil in the compressed first liquid chamber 601 passes through the first damping channel 801 on the first throttle rod 12 (the part located between the plunger end cover 5 and the closed end 102 of the cylinder body), and then flows into the second oil chamber 602 through the throttle rod liquid chamber on the first throttle rod 12. During this process, the one-way valve 3 opens, and a part of the oil in the first liquid chamber 601 flows into the third liquid chamber 603 through the fluid channel 501. As the compression stroke increases, more and more hydraulic oil will be stored in the third liquid chamber 603 to reserve oil for the subsequent return stretching energy absorption. The oil entering the second liquid chamber 602 pushes the oil-gas isolation piston 7 to compress the gas chamber 604, storing the recovery kinetic energy for the entire buffer energy absorption device. At the same time, as the compression stroke increases, the number of the first damping channels 801 on the first throttle rod 12 inside the first liquid chamber 601 gradually decreases, and the compression damping effect provided by the buffer structure gradually increases. Even if the external impact speed gradually decreases, the energy absorption capacity of the gas-liquid buffer in the second half of the compression can be ensured.

[0077] Stretching energy absorption process: When the gas-liquid buffer is stretched by external force, first, after the plunger 4 is compressed, under the action of the pressure of the gas chamber 604, the oil-gas isolation piston 7 moves to the right, pushing the oil in the second liquid chamber 602 back to the first liquid chamber 601, and then pushing the plunger 4 to move to the left to recover. In this process, the one-way valve 3 is closed, and the oil in the third liquid chamber 603 flows back to the first liquid chamber 601 through the second damping channel 802 (the part located between the plunger end cover 5 and the end nut 9) on the second throttle rod 13, the second throttle rod liquid chamber 605, and the second damping channel 802 (the part located inside the first liquid chamber 601). The second damping channel 802 (the part located between the plunger end cover 5 and the end nut 9) has the effect of hindering the rapid rebound of the plunger 4. When the plunger 4 recovers to a certain speed, the damping effect brought by the second damping channel 802 will decelerate the recovery plunger and absorb the rebound energy during the return stretching process. At the same time, as the return stretching stroke increases, the number of the second damping channels 802 located between the plunger end cover 5 and the end nut 9 gradually decreases, and the stretching damping effect provided by the buffer structure gradually increases. Even if the recovery speed of the plunger 4 gradually decreases, the energy absorption capacity of the gas-liquid buffer in the second half of the stretching can be ensured.

[0078] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A gas-liquid buffer, characterized in that: include: Cylinder body component: comprising a cylinder body, wherein the cylinder body comprises a closed end and an open end, and a cylinder body cavity is formed between the closed end and the open end; The plunger assembly comprises a plunger and a plunger end cover, wherein the plunger end cover is installed in the cylinder cavity, and its outer wall is in contact with the inner wall of the cylinder cavity, and a first liquid cavity is formed between the plunger end cover and the closed end of the cylinder; the plunger is inserted in the cylinder cavity, and is sealed with the open end of the cylinder, and comprises a closed end and an open end, and its open end is connected to the plunger end cover, and the plunger end cover seals the open end of the plunger; the plunger is a cylindrical structure, and a plunger cavity is formed, and a piston is arranged inside the plunger cavity; a second liquid cavity is formed between the piston and the plunger end cover, and an air cavity is formed between the piston and the closed end of the plunger; there is a gap between the outer peripheral wall of the plunger and the inner wall of the cylinder body, and a third liquid cavity is formed; The first throttle rod is cylindrical, with a first end being an open end, and a second end opposite to the first end being mounted on the cylinder body to form a closed end; the first throttle rod is partially located in the first liquid chamber, and its open end is inserted into the second liquid chamber through a first through hole provided on the plunger end cover; The second throttle rod is arranged in the space between the plunger and the inner wall of the cylinder body. The plunger end cover is provided with a second through hole. The second throttle rod passes through the second through hole, and is partially located in the first liquid chamber and partially located in the third liquid chamber. The second throttle rod forms a second throttle rod liquid chamber, or the second throttle rod cooperates with the cylinder body component to form the second throttle rod liquid chamber. A fluid channel is arranged on the plunger end cover, connecting the second liquid chamber and the third liquid chamber; a plurality of first damping fluid through holes are arranged at intervals along the length direction of the first throttle rod, and a plurality of second damping fluid through holes are arranged at intervals along the length direction of the second throttle rod.

2. The gas-liquid buffer according to claim 1, characterized in that: A one-way valve is provided on the fluid passage of the plunger end cover, and the one-way valve is configured to open when the pressure of the first liquid chamber is greater than the pressure of the third liquid chamber.

3. The gas-liquid buffer according to claim 1, characterized in that: The cylinder body component comprises an end nut arranged at the open end of the cylinder body, and the end nut closes the gap between the plunger and the open end of the cylinder body.

4. The gas-liquid buffer according to claim 1, characterized in that: The cylinder body component comprises a first inner ring, the first inner ring is sleeved on the outer peripheral wall of the plunger, and the end of the second throttle rod facing the first inner ring is connected to the first inner ring.

5. The gas-liquid buffer according to claim 4, characterized in that: The first inner ring is provided with a slot or a mounting hole, and the second throttle rod is inserted into the slot or the mounting hole.

6. The gas-liquid buffer according to claim 1, characterized in that: The cylinder component comprises a second inner ring, the second clamping ring is arranged at the closed end of the cylinder, and the end of the second throttle rod facing the second inner ring is connected to the second inner ring.

7. The gas-liquid buffer according to claim 6, characterized in that: The second inner ring is provided with a slot or a mounting hole, and the second throttle rod is inserted into the slot or the mounting hole.

8. The gas-liquid buffer according to claim 1, characterized in that: The plunger includes a plug body section and a joint section, the closed end is located at the joint section, the joint section can be adapted to be connected to the first vehicle body, the open end is located at the plug body section, the plug body section can be inserted into the cylinder body, the joint section is provided with an air path, and the air path is connected to the air cavity.

9. The gas-liquid buffer according to claim 1, characterized in that: The closed end of the cylinder body is provided with a liquid inlet, and the liquid inlet is connected to the first liquid chamber.

10. The variable damping gas-liquid buffer according to claim 1, characterized in that: The closed end of the cylinder body is provided with a hinged ring, or a snap-fit ​​joint, so that the cylinder body can be adapted to be connected to the first vehicle body; The closed end of the plunger is provided with a hinged ring, or a snap-fit ​​joint, so that the plunger can be adapted to be connected to the second vehicle body.

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