Rotary vibration absorber and vibration reduction method for rail vehicles

Abstract

The present invention belongs to the technical field of shock absorber equipment, specifically a rotary shock absorber and shock absorption method for rail vehicles, comprising a locking nut, a shock absorber body, a moving swing arm and a connecting rod, the shock absorber body and the moving swing arm are threadedly connected by the locking nut, the moving swing arm is connected to the connecting rod at one end away from the shock absorber body, the other end of the connecting rod is connected to the external vehicle body, and torque transmission between the vehicle body and the shock absorber body is achieved through the connecting rod, the shock absorber body comprises a mounting base, the mounting base is fixedly connected with the shock absorber body, the upper end of the shock absorber body is connected with an upper cover assembly, the upper end of the upper cover assembly is connected with an upper threaded cover placed on the shock absorber body, two symmetrically distributed rubber buffer blocks are connected inside the shock absorber body, a fixed blade is placed between the two rubber buffer blocks, and the axial position of the shock absorber body is connected with a rotor assembly; and the shock absorber body has strong practicality.

Description

Technical Field

[0001] The invention relates to the technical field of shock absorber equipment, in particular to a rotary shock absorber for rail vehicles and a shock absorbing method. Background Art

[0002] At present, in the field of shock absorbers, traditional hydraulic shock absorbers mainly include rubber nodes, dust covers, working cylinders, oil storage cylinders, piston rods, piston valve assemblies, compression valve assemblies, etc. The installation position is mainly on the frame of the rail vehicle bogie, and vertical shock absorbers are the most widely used.

[0003] A Chinese patent with application number CN202411367492.8 discloses an adjustable damping shock absorber, which cooperates with a liquid storage cylinder, a working cylinder, a first piston, a restoring chamber, a connecting plate, a compression chamber and a power mechanism. Therefore, in actual use, when encountering uneven road surface, scanning is performed through laser radar, and then the power mechanism is started through an algorithm, so that the power mechanism drives the shock absorber oil inside the liquid storage cylinder to flow (or flow out) from the compression chamber and the energy storage chamber through the upper chamber hole to the restoring chamber, so that the pressure inside the restoring chamber increases (decreases), thereby actively realizing the wheel lifting (lowering) operation, so that the vehicle can pass through the road surface in a more stable posture, improve the comfort of the vehicle, and greatly improve the practicality of the shock absorber.

[0004] The Chinese patent application number CN202411269965.0 discloses a vehicle shock absorber with an adaptive damping adjustment function. The accumulator and the slide valve are arranged in the valve body of the bottom valve. The accumulator includes a pressure accumulator housing arranged in the valve body, and a pressure accumulator piston movably arranged in the pressure accumulator housing, and a pressure accumulator spring supported and connected to the bottom of the pressure accumulator piston. An oil passage for hydraulic oil discharge is formed between the pressure accumulator housing and the valve body, and a pressure accumulator chamber is formed between the pressure accumulator housing and the pressure accumulator piston. The slide valve includes an oil inlet sleeve connected to the pressure accumulator housing, and a pressure accumulator spring slidably arranged in the oil inlet sleeve. The cam is an oil pump that is mounted on the oil pump body and is used to pump oil directly onto the cam face. The cam face is used to pump oil directly onto the cam face. The cam face is used to pump oil directly onto the cam face. The pressure difference between the upper and lower parts of the sliding valve core is greater than the preload force of the preload spring, so that the sliding valve core descends and compresses the preload spring, so that the sliding valve core enters the open state and exposes the oil hole to connect the oil inlet channel and the oil passage. At this time, the hydraulic oil in the lower chamber can be discharged from the bottom valve through the oil hole and flow into the outer cylinder, so that the entire shock absorber has a smaller damping force to reduce the impact on the vehicle and improve the ride comfort. In addition, when the vehicle performs force-constrained movement, that is, the shock absorber compression process caused by the downward movement of the vehicle body occurs when the vehicle is operated, including Including the process of vehicle starting (acceleration), braking, and turning. At this time, the downward acceleration of the piston assembly is small, the pressure in the lower chamber increases slowly, and the pressure in the accumulator chamber is also increasing. The pressure difference between the upper and lower ends of the sliding valve core is less than the preload force of the preload spring, so that the sliding valve core remains closed. The sliding valve core blocks the oil hole to separate the oil inlet channel and the oil passage. Since the hydraulic oil cannot be discharged through the oil hole, the lower chamber has a larger damping force, so that the entire shock absorber has a larger damping force to keep the vehicle stable and comfortable to ride, so that the shock absorber is compatible with the requirements for comfort and maneuverability. However, there are still the following problems in actual applications, specifically:

[0005] 1. Due to the limitation of its working principle, the installation length of the traditional hydraulic shock absorber is the length of the space occupied by the two rubber nodes, which usually takes up a large space and is not convenient for the spatial arrangement of the bogie. It is necessary to find a suitable installation position according to the installation length of the shock absorber;

[0006] 2. During the operation of the shock absorber, the internal oil temperature will increase, causing volume expansion, and excessive pressure will cause oil leakage in the shock absorber.

[0007] Therefore, the present invention provides a rotary vibration absorber and a vibration reduction method for a rail vehicle to solve the above-mentioned problems. Summary of the invention

[0008] In view of the above situation, in order to overcome the defects of the prior art, the present invention provides a rotary shock absorber and a shock absorption method for rail vehicles, which effectively realizes the transmission of corresponding torque to the inside of the shock absorber through the rotation of the swing arm, and drives the internal rotor and the corresponding valve system structure to rotate. At the same time, the internal oil produces damping characteristics due to the change in flow rate during the process of flowing through the valve system, thereby suppressing the generation of vibration and ensuring the stability and comfort of the vehicle during operation.

[0009] The present invention comprises a locking nut, a shock absorber body, a moving swing arm and a connecting rod, wherein the shock absorber body and the moving swing arm are threadedly connected via the locking nut, one end of the moving swing arm away from the shock absorber body is connected to the connecting rod, and the other end of the connecting rod is connected to an external vehicle body, and torque transmission between the vehicle body and the shock absorber body is achieved via the connecting rod;

[0010] The shock absorber body comprises a mounting base, the mounting base is fixedly connected to the shock absorber body, the upper end of the shock absorber body is connected to an upper cover assembly, the upper end of the upper cover assembly is connected to an upper thread cover placed on the shock absorber body, the shock absorber body is internally connected to two symmetrically distributed rubber buffer blocks, a fixed blade is placed between the two rubber buffer blocks, the shock absorber body is connected to a rotor assembly at the axial position, the shock absorber body is internally connected to a piston valve assembly, the piston valve assembly and the rubber buffer block are positioned oppositely, and the rotor assembly, the fixed blade and the piston valve assembly divide the interior of the shock absorber body into R1 chamber, R2 chamber, R3 chamber and R4 chamber;

[0011] The piston valve assembly includes a piston valve mounting seat, wherein the piston valve mounting seat is internally slidably connected to a symmetrically distributed piston 1 and a piston 2, and the piston 1 and the piston 2 are connected respectively through a piston valve spring 1 and a piston valve spring 2;

[0012] The rotor assembly includes a rotor connected to the shock absorber body, one side of the rotor is fixedly connected to two symmetrically distributed damping valve assemblies, and the other side of the rotor is fixedly connected to two symmetrically distributed compensation valve assemblies, and the compensation valve assembly is located lower than the damping valve assembly.

[0013] Preferably, the damping valve assembly comprises a damping valve cover, the damping valve cover is coaxially connected with a damping valve pin, a damping valve spring is connected between the damping valve pin and the rotor, and the damping characteristics of the product are adjusted by adjusting the stiffness of the damping valve spring.

[0014] Preferably, the compensation valve assembly comprises a compensation valve cover connected to the rotor, the compensation valve cover is coaxially connected to a compensation valve pin disposed inside the rotor, and a compensation valve spring is connected between the compensation valve pin and the rotor.

[0015] Preferably, the upper cover assembly includes an upper top cover that cooperates with the upper thread cover, and the upper and lower peripheries of the upper top cover are respectively connected with O-ring four and O-ring five, and the interior of the upper top cover is coaxially provided with a rubber gasket, and the lower end of the rubber gasket is connected to a rotor anti-wear ring, and the lower end of the rotor anti-wear ring is connected to a sliding bearing.

[0016] Preferably, the compensation valve spring is made of 55CrSi material, the compensation valve pin is made of stainless steel SUS303Cu material, the side leakage holes are divided into three sides and are evenly arranged at 120°, and the damping valve cover is processed with 45# GB / T699-2015 steel.

[0017] Preferably, the damping valve spring is made of 55CrSi material, the damping valve pin is made of stainless steel SUS303Cu material, and the damping valve cover is made of 45# GB / T699-2015 steel.

[0018] Preferably, a sealing mechanism is provided between the rotor and the inner wall of the shock absorber body, between the rotor and the fixed blade, and between the rotor and the piston valve. The sealing mechanism comprises a rubber strip, and the rubber strip is interference-pressed into the inside of the groove provided in the rotor. A spring mechanism is provided inside the groove, and the rubber strip is squeezed by the spring mechanism, thereby ensuring that the rubber strip is tightly attached to the surface of the sealing position.

[0019] Preferably, two through holes which are not connected to each other are arranged inside the rotor, R2 and R3 are connected through one through hole, and R1 and R4 are connected through the other through hole;

[0020] The rotor is a hollow structure, and the temporary oil storage function of the piston valve assembly is transferred to the hollow position inside the rotor.

[0021] The present invention improves the existing shock absorber for rail vehicles and has the following beneficial effects:

[0022] 1. By adjusting the structural form of the oil shock absorber, the connecting rod is used to connect the shock absorber body and the rail vehicle bogie body to transmit the vehicle body vibration, and by adjusting the flow rate of the oil inside the shock absorber body between the valve system, the damping characteristics are adjusted to meet the function of the shock absorber;

[0023] 2. By converting the stretching and compression reciprocating motion of the traditional hydraulic shock absorber into a rotary reciprocating motion, the space occupied by the shock absorber can be greatly reduced, and the installation size can be adjusted arbitrarily according to actual use requirements;

[0024] 3. The damping characteristics of the shock absorber are adjusted by adjusting the valve pin and the spring stiffness of the damping valve to meet the actual working conditions, greatly improve the flexibility of the rail vehicle bogie layout, and improve the applicability and versatility of this shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0026] Figure 2 It is a schematic diagram of the structure of the shock absorber body of the present invention.

[0027] Figure 3 The internal structure of the shock absorber body of the present invention is shown in FIG. Figure 1 .

[0028] Figure 4 It is a schematic cross-sectional view of the present invention.

[0029] Figure 5 The internal structure of the shock absorber body of the present invention is shown in FIG. Figure 2 .

[0030] Figure 6 It is a schematic diagram of the fixed blade and its connecting parts of the present invention.

[0031] Figure 7 It is a schematic diagram of the structure of the piston valve assembly of the present invention.

[0032] Figure 8 This is a schematic diagram of the piston valve mounting seat and its internal structure of the present invention.

[0033] Fig. 9 It is a cross-sectional view of the upper cover assembly of the present invention.

[0034] Fig.10 It is a schematic diagram of the rotor and its connecting parts of the present invention.

[0035] Fig.11 It is a schematic diagram of the structure of the damping valve assembly of the present invention.

[0036] Fig.12 It is a schematic diagram of the structure of the compensation valve assembly of the present invention.

[0037] Figure numerals: 1001, connecting rod; 2001, moving swing arm; 2002, anti-loosening nut; 2003, shock absorber body; 9001, upper thread cover; 10001, rotating oil seal; 11001, upper cover assembly; 7001, rotor assembly; 6001, piston valve assembly; 5001, fixed blade; 12001, mounting base anti-wear ring; 8001, mounting base; 4001, rubber limit block 1; 4002, rubber limit block 2; 6002, piston valve mounting seat; 6003, O-ring 1; 6004, O-ring 2; 6005, O-ring 3; 6006, piston 1; 6007, piston 2; 11004, O-ring Ring four; 11002, top cover; 11003, O-ring five; 11005, rubber gasket; 11006, rotor anti-wear ring; 11007, sliding bearing; 7002, rotor; 7003, damping valve assembly; 7003-1, damping valve cover; 7003-2, damping valve pin; 7003-3, damping valve spring; 7004, compensation valve assembly; 7004-1, compensation valve cover; 7004-2, compensation valve pin; 7004-3, compensation valve spring; 3001, R2 chamber; 3002, R1 chamber; 3003, R4 chamber; 3004, R3 chamber; 6008, piston valve spring one; 6009, piston valve spring two. DETAILED DESCRIPTION

[0038] The above and other technical contents, features and effects of the present invention are described in detail below with reference to the attached Figures 1 to 12 The detailed description of the embodiments will clearly show that the structural contents mentioned in the following embodiments are all based on the drawings in the specification.

[0039] Exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.

[0040] The present invention includes a locking nut 2002, a shock absorber body, a moving swing arm 2001 and a connecting rod 1001. The shock absorber body and the moving swing arm 2001 are limited by the thread of the locking nut 2002, so that the moving swing arm 2001 swings around the shock absorber body. The shock absorber body 2003 is a main damping characteristic generating element, and the locking nut 2002 is an auxiliary relaxation accessory. The moving swing arm 2001 is connected to the connecting rod 1001 at one end away from the shock absorber body, and the other end of the connecting rod 1001 is connected to the external vehicle body. The torque transmission between the vehicle body and the shock absorber body 2003 is realized through the connecting rod 1001.

[0041] The shock absorber body includes a mounting base 8001, to which a shock absorber body 2003 is fixedly connected, and an upper cover assembly 11001 is connected to the upper end of the shock absorber body 2003. The upper cover assembly 11001 is used to seal the interior of the shock absorber body 2003, and at the same time, the structure of the shock absorber body 2003 is limited to prevent the shock absorber body 2003 from bouncing. The upper end of the upper cover assembly 11001 is connected to an upper threaded cover 9001 placed on the shock absorber body 2003, and the upper cover assembly 11001 is fixed to the interior of the shock absorber body 2003 through the upper threaded cover 9001. At the same time, two symmetrically distributed rubber buffer blocks are connected to the interior of the shock absorber body 2003, and a fixed blade 5001 is placed between the two rubber buffer blocks. In this embodiment, The rubber limit block described in the example is made of natural rubber material NBR, and its common temperature adaptation range is -30℃-120℃. The rubber buffer block is limited by the fixed blade 5001. The axis position of the shock absorber body 2003 is connected to the rotor assembly 7001, and the inside of the shock absorber body 2003 is connected to the piston valve assembly 6001. The piston valve assembly 6001 and the rubber buffer block are positioned relative to each other. The rotor assembly 7001, the fixed blade 5001 and the piston valve assembly 6001 divide the interior of the shock absorber body 2003 into R1 chamber 3002, R2 chamber 3001, R3 chamber 3004 and R4 chamber 3003. The R1 chamber 3002 and R2 chamber 3001 described in this embodiment are high-pressure damping chambers, and the R3 chamber 3004 and R4 chamber 3003 are low-pressure compensation chambers.

[0042] The shock absorber will generate heat during operation, causing the volume expansion of the internal oil. It is very easy to cause excessive pressure inside the shock absorber, causing oil leakage in the shock absorber, so it is necessary to set a pressure relief device inside it to temporarily store the volume increase caused by the expansion of this part of the oil. Therefore, a piston valve assembly 6001 is provided to solve the above problem. Specifically, the piston valve assembly 6001 includes a piston valve mounting seat 6002. The lower ends of the two sides of the piston valve mounting seat 6002 are provided with oil inlet holes. The internal oil can enter the piston valve assembly 6001 through the oil inlet holes. The piston valve mounting seat 6002 is internally connected to the symmetrically distributed piston 1 6006 and piston 2 6007 by sliding up and down. The piston 1 6006 and piston 2 6007 are connected by piston valve spring 1 6008 and piston valve spring 2 6009 respectively. When the heat rises and the volume expands during the operation of the shock absorber, the internal oil The liquid can enter the interior of the piston valve assembly 6001 through the oil inlet holes on both sides of the piston valve mounting seat 6002, and compress the piston valve spring 1 6008 and the piston valve spring 2 6009 to contract, causing the piston 1 6006 and the piston 2 6007 to move upward to temporarily store the increased volume of the oil. As the locomotive stops running and the oil temperature drops, the piston 1 6006 and the piston 2 6007 are respectively compressed by the piston valve spring 1 6008 and the piston valve spring 2 6009 to push this part of the stored oil out of the piston valve assembly 6001. The piston 1 6006 and the piston 2 6007 are respectively provided with O-ring 2 6004 and O-ring 3 6005. The upper end of the piston valve mounting seat 6002 is provided with O-ring 1 6003 to achieve effective sealing between the various parts.

[0043] The rotor assembly 7001 includes a rotor 7002 connected to the shock absorber body 2003. The motion swing arm 2001 and the middle rotor 7002 are press-fitted by spline teeth interference fit to ensure the transmission of torque and the reliability of fatigue life, so that the swing of the motion swing arm 2001 drives the rotor 7002 to rotate synchronously. Two symmetrically distributed damping valve assemblies 7003 are fixedly connected to one side of the rotor 7002, and two symmetrically distributed compensation valve assemblies 7004 are fixedly connected to the other side of the rotor 7002. The compensation valve assembly 7004 is located lower than the damping valve assembly 7003, wherein the damping valve assembly 7003 is the main mechanism for regulating the damping characteristics of the shock absorber, and the compensation valve assembly 7004 is an oil compensation channel and does not generate a damping force value. The rotor 7002 in this embodiment is made of 42CrMo material, and its material hardness and wear resistance are further improved through heat treatment process.

[0044] When the shock absorber moves clockwise, the moving swing arm 2001 rotates clockwise, driving the rotor 7002 to rotate clockwise, and the R2 chamber 3001 forms a high-pressure state. After the high-pressure oil passes through the damping valve assembly 7003, it flows into the R4 chamber 3003. At the same time, the R3 chamber 3004 forms a high-pressure state. After the high-pressure oil passes through the compensation valve assembly 7004, it flows into the R1 chamber 3002 and is compensated to the R1 chamber 3002. When the oil in the R2 chamber 3001 passes through the damping valve assembly 7003, it forms the final damping characteristics of the product.

[0045] When the shock absorber moves counterclockwise, the moving swing arm 2001 rotates counterclockwise, driving the rotor 7002 to rotate counterclockwise. At this time, the R1 chamber 3002 will form a high-pressure state. After the high-pressure oil passes through the damping valve assembly 7003, it flows into the R3 chamber 3004. At the same time, the R4 chamber 3003 will form a high-pressure state. After the high-pressure oil passes through the compensation valve assembly 7004, it flows into the R2 chamber 3001 and compensates for the space of the R2 chamber 3001. When the oil in the R1 chamber 3002 passes through the damping valve assembly 7003, it forms the final damping characteristics of the product.

[0046] The damping valve assembly 7003 includes a damping valve cover 7003-1, and the damping valve cover 7003-1 is coaxially connected with a damping valve pin 7003-2. A damping valve spring 7003-3 is connected between the damping valve pin 7003-2 and the rotor 7002. The damping characteristics of the product are adjusted by adjusting the stiffness of the damping valve spring 7003-3. During the movement of the shock absorber, the oil in the high-pressure chamber generates oil pressure, which pushes the damping valve pin 7003-2 and presses the damping valve spring 7003-3 to force it to compress. Then, the oil passes through the leakage hole of the damping valve pin 7003-2 and flows into the low-pressure chamber. At this time, the damping force value of the product is generated, and the damping characteristics of the product can be adjusted by adjusting the stiffness of the damping valve spring 7003-3.

[0047] The compensation valve assembly 7004 includes a compensation valve cover 7004-1 connected to the rotor 7002, and the compensation valve cover 7004-1 is coaxially connected to a compensation valve pin 7004-2 placed inside the rotor 7002. A compensation valve spring 7004-3 is connected between the compensation valve pin 7004-2 and the rotor 7002. During the movement of the shock absorber, the oil pushes the compensation valve spring 7004-3, forcing it to compress, and the oil flows into the chamber through the leakage of the compensation valve pin 7004-2. Here, the compensation valve spring 7004-3 has a low stiffness, so the oil is very easy to replenish back into the chamber.

[0048] The upper cover assembly 11001 includes an upper cover 11002 matched with the upper thread cover 9001, and the upper and lower peripheries of the upper cover 11002 are respectively connected with O-ring four 11004 and O-ring five 11003, and the interior of the upper cover 11002 is coaxially provided with a rubber gasket 11005, and the sealing between the upper cover 11002 and the connected parts is achieved by the O-ring four 11004 and O-ring five 11003 to ensure the internal sealing, and the lower end of the rubber gasket 11005 is connected with a rotor anti-wear ring 11006, and the rotor 7002 will rotate during the operation of the shock absorber, and the rotor 7002 is prone to axial movement, and the rotor anti-wear ring 11006 can limit the rotation The axial displacement distance of the sub-7002 is reduced and the occurrence of such axial movement is prevented. At the same time, the rotor anti-wear ring 11006 itself has high hardness and wear resistance, which can prevent friction loss. The rubber gasket 11005 is squeezed into the inner cavity of the upper cover 11002 by the rotor anti-wear ring 11006 and the sliding bearing 11007, so as to continuously apply force to the lower rotor anti-wear ring 11006 to ensure the continuous fit between the rotor anti-wear ring 11006 and the rotor assembly 7001. The lower end of the rotor anti-wear ring 11006 is connected with a sliding bearing 11007. Through the sliding bearing 11007, the resistance between the rotor 7002 and the upper cover assembly 11001 during the rotation process is reduced, and the existence of friction is also reduced.

[0049] The compensation valve spring 7004-3 is made of 55CrSi material, and the compensation valve pin 7004-2 is made of stainless steel SUS303Cu material. The side leakage holes are divided into 3 sides and are evenly arranged at 120 degrees. While ensuring the strength, it provides a larger unloading amount as possible to ensure the timeliness of oil return. The damping valve cover 7003-1 is processed with 45# GB / T699-2015 steel.

[0050] The damping valve spring 7003-3 is made of 55CrSi material, and the damping valve pin 7003-2 is made of stainless steel SUS303Cu material. This material has the characteristics of easy processing and high strength and is commonly used in valve pin processing. The damping valve cover 7003-1 is processed with 45# GB / T699-2015 steel. This type of steel itself has high mechanical strength and is not prone to structural deformation.

[0051] In the case of high machining accuracy, effective sealing between the rotor 7002 and the inner wall of the shock absorber body, between the rotor 7002 and the fixed blade 5001, and between the rotor 7002 and the piston valve assembly 6001 is ensured by improving the machining accuracy. When the machining accuracy is low, in order to ensure the sealing between the various parts, this embodiment provides an auxiliary sealing structure. Specifically, sealing mechanisms are provided between the rotor 7002 and the inner wall of the shock absorber body, between the rotor 7002 and the fixed blade 5001, and between the rotor 7002 and the piston valve assembly 6001. The sealing mechanisms include rubber strips, and the rubber strips are pressed into the grooves provided in the rotor 7002 by interference fit. A spring mechanism is arranged inside the groove, and the rubber strip is squeezed by the spring mechanism, thereby ensuring that the rubber strip is tightly attached to the surface of the sealing position, and ensuring that the sealing mechanism can continuously provide the function of sealing and reducing internal leakage. This embodiment provides a spring mechanism. Specifically, a pressure plate is slidably fitted inside the groove provided in the rotor 7002, and the pressure plate and the groove provided in the rotor 7002 are connected by a spring. The pressure plate and the rubber strip are fixedly connected, and the rubber strip is effectively squeezed by the elastic sliding of the pressure plate, thereby ensuring the fit between the rubber strip and the shock absorber body 2003 and increasing the sealing performance.

[0052] The rotor 7002 is provided with two through holes which are not connected to each other. The R2 chamber is connected to the R3 chamber through one through hole, and the R1 chamber 3002 is connected to the R4 chamber 3003 through another through hole.

[0053] The rotor 7002 is a hollow structure, and the temporary oil storage function of the piston valve assembly 6001 is transferred to the hollow position inside the rotor 7002. When rotating clockwise, the R2 chamber 3001 and the R3 chamber 3004 are both high-pressure damping chambers, and the R13002 chamber and the R4 chamber 3003 are low-pressure compensation chambers. When rotating counterclockwise, the R1 chamber 3002 and the R4 chamber 3003 are both high-pressure damping chambers, and the R2 chamber 3001 and the R3 chamber 3004 are low-pressure compensation chambers.

[0054] When the present invention is used in practice, an external vehicle pulls the connecting rod 1001, and the connecting rod 1001 drives the moving swing arm 2001 to swing under the action of external force. The moving swing arm 2001 rotates to drive the rotor 7002 to rotate synchronously. When the rotor 7002 rotates clockwise, the R2 chamber 3001 will form a high-pressure state, and the high-pressure oil will flow into the R4 chamber 3003 after passing through the damping valve assembly 7003. At the same time, the R3 chamber 3004 will also form a high-pressure state. After passing through the compensation valve assembly 7004, the high-pressure oil will flow into the R1 chamber 3002 and compensate for the space of the R1 chamber 3002. When the oil in the R2 chamber 3001 passes through the damping valve assembly 7003, the final damping characteristics of the product are formed;

[0055] When the moving swing arm 2001 drives the rotor 7002 to rotate counterclockwise, the R1 chamber 3002 and the R4 chamber 3003 will form a high-pressure state. The high-pressure oil flows into the R3 chamber 3004 and the R2 chamber 3001 respectively after passing through the damping valve assembly 7003. After passing through the compensation valve assembly 7004, the high-pressure oil flows into the R2 chamber 3001 and the R3 chamber 3004, and compensates for the space of the R2 chamber 3001 and the R3 chamber 3004. When passing through the damping valve assembly 7003, the oil in the R1 chamber 3002 and the R4 chamber 3003 forms the final damping characteristics of the product.

[0056] During the movement of the shock absorber, the temperature of the internal oil will increase, resulting in excessive pressure inside the shock absorber body 2003. At this time, the high-temperature oil inside the shock absorber body 2003 enters the piston assembly through the oil inlet hole, thereby prompting piston 1 6006 and piston 2 6007 to press the corresponding piston valve spring 1 6008 and piston valve spring 2 6009 to buffer the pressure and avoid oil leakage.

[0057] The above-mentioned embodiments are only preferred embodiments of the present invention and cannot be used to limit the scope of protection of the present invention. Any non-substantial changes and substitutions made by technicians in this field on the basis of the present invention shall fall within the scope of protection required by the present invention.

Claims

1. A rotary vibration damper for a rail vehicle, characterized in that: It comprises a locking nut (2002), a shock absorber body, a moving swing arm (2001) and a connecting rod (1001); the shock absorber body and the moving swing arm (2001) are limited by threads of the locking nut (2002); one end of the moving swing arm (2001) away from the shock absorber body is connected to the connecting rod (1001); the other end of the connecting rod (1001) is connected to an external vehicle body; torque transmission between the vehicle body and the shock absorber body (2003) is achieved through the connecting rod (1001); The shock absorber body comprises a mounting base (8001), the mounting base (8001) is fixedly connected to a shock absorber body (2003), the upper end of the shock absorber body (2003) is connected to an upper cover assembly (11001), the upper end of the upper cover assembly (11001) is connected to an upper threaded cover (9001) placed on the shock absorber body (2003), the shock absorber body (2003) is internally connected to two symmetrically distributed rubber buffer blocks, a fixed blade (5001) is placed between the two rubber buffer blocks, and the The shock absorber body (2003) is connected to a rotor assembly (7001) at the axial position, and the shock absorber body (2003) is internally connected to a piston valve assembly (6001). The piston valve assembly (6001) and the rubber buffer block are positioned relative to each other. The rotor assembly (7001), the fixed blade (5001) and the piston valve assembly (6001) divide the interior of the shock absorber body (2003) into an R1 chamber (3002), an R2 chamber (3001), an R3 chamber (3004) and an R4 chamber (3003).

2. The rotary vibration absorber for a railway vehicle according to claim 1, characterized in that: The piston valve assembly (6001) comprises a piston valve mounting seat (6002), wherein the piston valve mounting seat (6002) is internally slidably connected to piston one (6006) and piston two (6007) which are symmetrically distributed, wherein the piston one (6006) and piston two (6007) are respectively connected via piston valve spring one (6008) and piston valve spring two (6009), wherein the piston one (6006) and piston two (6007) are respectively sleeved with O-type sealing ring two (6004) and O-type sealing ring three (6005), and the upper end of the piston valve mounting seat (6002) is sleeved with O-type sealing ring one (6003); The rotor assembly (7001) comprises a rotor (7002) connected to the shock absorber body (2003), one side of the rotor (7002) being fixedly connected to two symmetrically distributed damping valve assemblies (7003), and the other side of the rotor (7002) being fixedly connected to two symmetrically distributed compensation valve assemblies (7004), wherein the compensation valve assembly (7004) is located lower than the damping valve assembly (7003).

3. The rotary vibration absorber for a rail vehicle according to claim 2, characterized in that: The damping valve assembly (7003) comprises a damping valve housing (7003-1), the damping valve housing (7003-1) is coaxially connected with a damping valve pin (7003-2), a damping valve spring (7003-3) is connected between the damping valve pin (7003-2) and the rotor (7002), and the damping characteristics of the product are adjusted by adjusting the stiffness of the damping valve spring (7003-3).

4. The rotary vibration absorber for a rail vehicle according to claim 3, characterized in that: The compensation valve assembly (7004) comprises a compensation valve hood (7004-1) connected to the rotor (7002); the compensation valve hood (7004-1) is coaxially connected to a compensation valve pin (7004-2) disposed inside the rotor (7002); a compensation valve spring (7004-3) is connected between the compensation valve pin (7004-2) and the rotor (7002).

5. The rotary vibration absorber for a railway vehicle according to claim 4, characterized in that: The upper cover assembly (11001) includes an upper cover (11002) matched with the upper thread cover (9001), the upper and lower peripheries of the upper cover (11002) are respectively connected with O-ring four (11004) and O-ring five (11003), the interior of the upper cover (11002) is coaxially provided with a rubber gasket (11005), the lower end of the rubber gasket (11005) is connected with a rotor anti-wear ring (11006), and the lower end of the rotor anti-wear ring (11006) is connected with a sliding bearing (11007).

6. The rotary vibration absorber for a railway vehicle according to claim 5, characterized in that: The compensation valve spring (7004-3) is made of 55CrSi material, the compensation valve pin (7004-2) is made of stainless steel SUS303Cu material, the side leakage holes are divided into three sides and are evenly arranged at 120 degrees, and the damping valve cover (7003-1) is processed with 45# GB / T699-2015 steel.

7. The rotary vibration absorber for a railway vehicle according to claim 6, characterized in that: The damping valve spring (7003-3) is made of 55CrSi material, the damping valve pin (7003-2) is made of stainless steel SUS303Cu material, and the damping valve cover (7003-1) is processed with 45# GB / T699-2015 steel.

8. The rotary vibration absorber for a railway vehicle according to claim 7, characterized in that: Sealing mechanisms are provided between the rotor (7002) and the inner wall of the shock absorber body, between the rotor (7002) and the fixed blade (5001), and between the rotor (7002) and the piston valve. The sealing mechanisms include a rubber strip, which is pressed into a groove formed in the rotor (7002) by interference fit. A spring mechanism is provided in the groove, and the rubber strip is squeezed by the spring mechanism, thereby ensuring that the rubber strip is in close contact with the surface of the sealing position.

9. The rotary vibration absorber for a railway vehicle according to claim 8, characterized in that: The rotor (7002) is provided with two through holes that are not connected to each other, the R2 chamber (3001) and the R3 chamber (3004) are connected through one through hole, and the R1 chamber (3002) and the R4 chamber (3003) are connected through the other through hole; The rotor (7002) is a hollow structure, and the temporary oil storage function of the piston valve assembly (6001) is transferred to the hollow position inside the rotor (7002).

10. A vibration reduction method for a rotary vibration absorber for a railway vehicle, characterized in that: Using the rotary vibration absorber for a railway vehicle according to claim 9 comprises the following steps: S1: an external vehicle pulls the connecting rod (1001), and the connecting rod (1001) drives the moving swing arm (2001) to swing under the action of external force; S2: The motion swing arm (2001) rotates to drive the rotor (7002) to rotate synchronously. When the rotor (7002) rotates clockwise or counterclockwise, the damping characteristic is achieved through the extrusion of oil by the rotor (7002) and the cooperation of the damping valve assembly (7003) and the compensation valve assembly (7004); S3: When the oil temperature inside the shock absorber increases, the high-temperature oil inside the shock absorber body (2003) enters the piston valve assembly (6001) through the oil inlet hole, thereby prompting piston one (6006) and piston two (6007) to press the corresponding piston valve spring one (6008) and piston valve spring two (6009) to buffer the pressure and avoid oil leakage.

Images