Shock absorber for rail transit vehicle

Abstract

The shock absorber for the rail transit vehicle comprises a cylinder body and a piston rod arranged on the cylinder body in a sliding mode, an outer piston matched with the cylinder body is arranged in the cylinder body, one end of the piston rod penetrates through the cylinder body and is arranged on the outer piston, and the outer piston divides the cylinder body into a rod cavity and a rodless cavity. The outer piston is provided with a first damping hole used for communicating the rod cavity and the rodless cavity and generating damping for passing oil, a sliding cavity is formed in the piston rod, an inner piston matched with the sliding cavity is arranged in the sliding cavity in a sliding mode, the sliding cavity is divided into a first cavity and a second cavity by the inner piston, the first cavity is filled with gas, and the second cavity is filled with gas. And a damping assembly is arranged between the second cavity and the rodless cavity. According to the shock absorber for the rail transit vehicle, the problems that an existing shock absorber is high in use cost and short in service life due to the fact that an air bag is adopted, or the shock absorber cannot be transversely placed, and the shock absorption effect of the shock absorber is affected due to the fact that gas enters oil liquid due to the fact that a rod cavity of the shock absorber communicates with the outside are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of shock absorbers, and more particularly to a shock absorber for rail transit vehicles. BACKGROUND

[0002] During driving, rail transit vehicles such as high-speed trains generate vibrations. In order to reduce the impact of vibrations on driving, a shock absorber is usually installed on the rail transit vehicle. When the oil in the rodless cavity of a general oil pressure shock absorber flows into the rod cavity, a part of the excess oil in the rodless cavity must be discharged outside the two cavities due to the volume difference between the two cavities, otherwise the buffer will fail. In order to solve the problem of excess oil in the rodless cavity, a gas bag is provided on the cylinder, and the oil retained in the rodless cavity is delivered to the outer cavity of the gas bag, and the gas bag is compressed to achieve volume compensation. However, this type of shock absorber has a low service life and a high use cost. Alternatively, the rod cavity is connected to the outside, and the shock absorber using this method cannot be placed horizontally. Horizontal placement will cause oil spillage, affecting the normal use of the shock absorber. At the same time, the connection to the outside atmosphere causes gas to enter the oil, resulting in oil mixed with gas, which can be compressed, affecting the damping effect of the shock absorber. SUMMARY

[0003] Therefore, the present application aims to provide a shock absorber for rail transit vehicles to solve the problems of high use cost and low service life of the existing shock absorber using a gas bag, or the shock absorber cannot be placed horizontally, and the rod cavity of the shock absorber is connected to the outside, causing gas to enter the oil, affecting the damping effect of the shock absorber.

[0004] Based on the above-mentioned purpose, the present invention provides a shock absorber for rail transit vehicles, including a cylinder body and a piston rod slidably arranged on the cylinder body, an outer piston matching it is arranged in the cylinder body, one end of the piston rod passes through the cylinder body and is arranged on the outer piston, the outer piston divides the cylinder body into a rod chamber and a rodless chamber, the outer piston is provided with a first damping hole for connecting the rod chamber and the rodless chamber and generating damping for the passing oil, a sliding chamber is provided in the piston rod, an inner piston matching it is slidably arranged in the sliding chamber, the inner piston divides the sliding chamber into a first chamber and a second chamber, the first chamber is filled with gas, and a damping assembly is provided between the second chamber and the rodless chamber, the damping assembly is used to connect the second chamber with the rodless chamber and generate damping for the passing oil. Compared with the existing technology, this solution is achieved by setting a sliding cavity in the piston rod, an inner piston in the sliding cavity, and dividing the sliding cavity into a first cavity and a second cavity. The first cavity is filled with gas at a certain pressure, and the second cavity is connected to the rodless cavity. At the same time, the rodless cavity and the second cavity are connected through the damping component, so that a part of the oil retained in the rodless cavity is slowly released into the second cavity through the damping component. Since the gas is compressed, the oil in the second cavity drives the inner piston to move and compresses the gas in the first cavity. When the external structure of the shock absorber does not change, there is no air bag set outside the cylinder body, and the service life of the shock absorber is guaranteed. At the same time, the shock absorber can be placed in any direction, and there is no problem of gas entering the oil, thereby ensuring stable and reliable operation of the shock absorber.

[0005] To achieve communication between the rodless chamber and the second chamber, in some preferred embodiments, a buffer chamber is provided on the valve body, the second chamber is connected to the buffer chamber, and the damping assembly is provided between the rodless chamber and the buffer chamber. An intermediate buffer chamber is provided on the valve body to receive oil from the rodless chamber through the damping assembly and connect the oil to the second chamber, thereby achieving communication between the rodless chamber and the second chamber.

[0006] In order to realize the damping assembly, some preferred embodiments include a second damping hole and a return hole arranged between the buffer chamber and the rodless chamber, a damping gasket is arranged at one end of the second damping hole in the buffer chamber, and a bottom valve gasket is arranged at one end of the return hole in the rodless chamber, and the bottom valve gasket is used to block or open the return hole. The damping gasket is arranged at one end of the buffer chamber through the second damping hole. During compression shock absorption, the damping gasket damps the oil entering the buffer chamber from the rodless chamber, and plays a buffering and shock-absorbing role for the external piston. When the return stroke is restored, the oil in the buffer chamber pushes open the bottom valve gasket through the return hole and enters the rodless chamber.

[0007] In order to ensure the stable and reliable return of the oil, preferably some embodiments, the end of the rodless cavity near the valve pad is provided with an annular boss, the return hole is located on the annular boss, the second damping hole is located in the annular boss, the outer diameter of the valve pad is smaller than the inner diameter of the rodless cavity and larger than the outer diameter of the annular boss, the outer side of the annular boss is provided with a slope which gradually inclines upward from the outside to the inside of the cylinder, and the end of the valve pad away from the annular boss is provided with an elastic element for buffering the piston. The slope provided on the annular boss is to enable the oil under pressure to push open the valve pad, thereby ensuring the stable and reliable return of the oil.

[0008] In order to better buffer the piston, preferably some embodiments, a circular bottom pad with annular structure is provided in the rodless cavity, and the elastic element is arranged between the circular bottom pad and the bottom of the cylinder.

[0009] In order to realize the elastic element, preferably some embodiments, the elastic element is a tower spring, one end of the tower spring abuts against the bottom in the cylinder, and the other end of the tower spring abuts against the circular bottom pad.

[0010] In order to facilitate the communication between the rodless cavity and the buffer cavity, preferably some embodiments, the rodless cavity is located between the buffer cavity and the rod cavity.

[0011] In order to realize the communication between the buffer cavity and the second cavity, preferably some embodiments, the second cavity is located between the rodless cavity and the first cavity, the slide cavity is located at one end of the second cavity and penetrates the bottom of the piston rod, an inner guide rod is arranged in the cylinder, the inner guide rod is provided with a central hole penetrating both ends, one end of the inner guide rod communicates with the buffer cavity, and the other end of the inner guide rod matches the second cavity and is slidingly arranged in the second cavity.

[0012] In order to control the gas pressure in the first cavity and ensure the stable and reliable buffering of the shock absorber, preferably some embodiments, the piston rod is provided with an inflation valve which communicates with the second cavity.

[0013] In order to protect the piston rod, preferably some embodiments, the piston rod is provided with a protective steel cylinder at one end outside the cylinder, the lower end of the protective steel cylinder is open and the upper end is closed, and the protective steel cylinder is sleeved on the cylinder.

[0014] The beneficial effects of the present invention are as follows: when the rail transit vehicle shock absorber of the present invention is in use, a sliding cavity is provided in the piston rod, an inner piston is provided in the sliding cavity, and the sliding cavity is divided into a first cavity and a second cavity, the first cavity is filled with gas under a certain pressure, and the second cavity is connected to the rodless cavity. At the same time, the rodless cavity and the second cavity are connected by the damping component, so that a part of the oil retained in the rodless cavity is slowly released into the second cavity through the damping component. Since the gas is compressed, the oil in the second cavity drives the inner piston to move and compresses the gas in the first cavity. When the external structure of the shock absorber does not change, there is no air bag provided outside the cylinder body, and the service life of the shock absorber is guaranteed. At the same time, the shock absorber can be placed in any direction, and there is no problem of gas entering the oil, ensuring the stable and reliable operation of the shock absorber, avoiding the problems of high cost and short service life of the existing shock absorber using air bags, or the shock absorber cannot be placed horizontally, and the shock absorber's rod cavity is connected to the outside world, causing gas to enter the oil, thereby affecting the vibration reduction effect of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which will help to understand the objects and advantages of the present invention.

[0016] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0017] Figure 2 It is a front view of the present invention;

[0018] Figure 3 yes Figure 2 Middle AA section view;

[0019] Figure 4 yes Figure 3 Enlarged view of middle B;

[0020] Figure 5 yes Figure 3 Enlarged view of C in the middle.

[0021] Description of reference numerals:

[0022] 1. Cylinder body, 2. Piston rod, 3. Outer piston, 4. Rod chamber, 5. Rodless chamber, 6. First damping hole, 7. Sliding chamber, 8. Inner piston, 9. First chamber, 10. Second chamber, 11. Buffer chamber, 12. Second damping hole, 13. Damping gasket, 14. Annular boss, 15. Return hole, 16. Inclined surface, 17. Elastic element, 18. Round bottom gasket, 19. Inner guide rod, 20. Inflatable valve, 21. Protective steel cylinder, 22. Bottom valve gasket. DETAILED DESCRIPTION

[0023] The present invention is further described in detail below in conjunction with the embodiments:

[0024] The application is not limited to the following specific embodiments, and those skilled in the art can implement the application in other various specific embodiments according to the disclosure of the application, or any simple change or modification made by using the design structure and ideas of the application, which falls within the protection scope of the application. It should be noted that the embodiments in the application and the features in the embodiments can be combined with each other without conflict.

[0025] In the description of the application, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the application. In addition, the terms "first", "second" and the like are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" and the like can explicitly or implicitly include one or more features. In the description of the application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0026] In the description of the application, it should be noted that, unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0027] As Figures 1-5 shown, a shock absorber for rail transit vehicle, comprising a cylinder body 1, a piston rod 2 is slidably arranged on the cylinder body 1, an outer piston 3 matched with the cylinder body 1 is arranged in the cylinder body 1, one end of the piston rod 2 penetrates through the cylinder body 1 and is fixedly arranged on the outer piston 3, the outer piston 3 divides the cylinder body 1 into two mutually separated rod cavity 4 and rodless cavity 5, a first damping hole 6 is arranged on the outer piston 3, damping pieces for damping oil are arranged at both ends of the first damping hole 6, the first damping hole 6 is used for connecting the rod cavity 4 and the rodless cavity 5 and damping through oil, and the buffering of the outer piston 3 can be realized;

[0028] The piston rod 2 is provided with a sliding cavity 7 along its axial direction, and an inner piston 8 matched with the sliding cavity 7 is slidingly arranged in the sliding cavity 7, the inner piston 8 divides the sliding cavity 7 into a first cavity 9 and a second cavity 10, the first cavity 9 is filled with gas at a certain pressure, and the second cavity 10 is provided with a damping assembly between the second cavity 10 and the rodless cavity 5, the damping assembly is used for communicating between the second cavity 10 and the rodless cavity 5 and damping through oil.

[0029] The second cavity 10 and the buffer cavity 11 are communicated, the damping assembly is arranged between the rodless cavity 5 and the buffer cavity 11, and the rodless cavity 5 is located between the buffer cavity 11 and the rod cavity 4.

[0030] The damping assembly comprises a second damping hole 12 and a backflow hole 15 arranged between the buffer cavity 11 and the rodless cavity 5, the backflow hole 15 and the second damping hole 12 are arranged radially along the cylinder body 1, the backflow hole 15 is located on the outer side, the second damping hole 12 is located on the inner side, the diameter of the backflow hole 15 is larger than that of the second damping hole 12, the damping gasket 13 is arranged at one end of the buffer cavity 11 and located at the second damping hole 12, the bottom valve gasket 22 is arranged at one end of the rodless cavity 5 and located at the backflow hole 15, the bottom valve gasket 22 is used for blocking or opening the backflow hole 15, the annular boss 14 is arranged at one end of the rodless cavity 5 and close to the bottom valve gasket 22, the backflow hole 15 is located on the annular boss 14, the outer diameter of the bottom valve gasket 22 is smaller than the inner diameter of the rodless cavity 5 and larger than the outer diameter of the annular boss 14, the bottom valve gasket 22 can cover the annular boss 14, that is, the bottom valve gasket 22 can cover one end of the backflow hole 15, the bottom valve gasket 22 is annular, the inner diameter of the bottom valve gasket 22 is smaller than the inner diameter of the annular boss 14, so that the damping gasket 13 is just covered on the annular boss 14, the outer side of the annular boss 14 is provided with the inclined surface 16 which is gradually inclined upward from the outer side of the cylinder body 1 to the inner side, the inclined surface 16 makes the bottom valve gasket 22 protrude from the annular boss 14 along a part of the radial direction of the bottom valve gasket 22, in order to prevent the problem that the bottom valve gasket 22 cannot be opened due to the pressure difference between the rodless cavity 5 and the buffer cavity 11, so that the hydraulic oil can contact the bottom valve gasket 22 and smoothly open the backflow hole 15, the elastic element 17 for buffering the outer piston 3 is arranged at one end of the backflow hole 15 away from the annular boss 14, the circular bottom gasket 18 with an annular structure is arranged in the rodless cavity 5, the elastic element 17 is arranged between the circular bottom gasket 18 and the bottom of the cylinder body 1, the elastic element 17 is a tower spring, one end of the tower spring is abutted against the bottom of the cylinder body 1, and the other end of the tower spring is abutted against the circular bottom gasket 18.

[0031] The second cavity 10 is located between the rodless cavity 5 and the first cavity 9, the sliding cavity 7 penetrates the bottom of the piston rod 2 at one end of the second cavity 10, the inner guide rod 19 is arranged in the cylinder body 1, the inner guide rod 19 is provided with a central hole penetrating both ends, one end of the inner guide rod 19 is in communication with the buffer cavity 11, and the other end of the inner guide rod 19 is matched with the second cavity 10 and slidingly arranged in the second cavity 10.

[0032] The piston rod 2 is provided with an inflation valve 20, which is in communication with the second cavity 10.

[0033] The piston rod 2 is provided with a protective steel cylinder 21 at one end outside the cylinder 1, which is open at the lower end and closed at the upper end, and is sleeved on the cylinder 1.

[0034] The above-mentioned rail transit vehicle shock absorber can be filled with gas of the required pressure in the first cavity 9 through the inflation valve 20 before use according to the use requirements, and can be used when the inflation is completed.

[0035] In use, at this time, the piston rod 2 is in an extended state, when the buffer is compressed, the outer piston 3 is driven to slide and descend in the cylinder 1 by the piston rod 2, the oil in the rodless cavity 5 enters the rod cavity 4 through the first damping hole 6, the damping is realized, at the same time, the oil in the rodless cavity 5 enters the buffer cavity 11 through the second damping hole 12, the damping gasket 13 generates damping to the passing oil, the buffer cavity 11 enters the second cavity 10 through the center hole of the inner guide rod 19, since the oil is incompressible, the inner piston 8 in the sliding cavity 7 is driven, the gas in the first cavity 9 is compressed by the inner piston 8, further damping and buffering are realized, in addition, the tower spring of the elastic element 17 can also buffer the outer piston 3, and the damping and buffering of the shock absorber are stable and reliable.

[0036] After the buffer and the recovery to the initial state, the gas in the first cavity 9 drives the inner piston 8 to slide in the sliding cavity 7, and the oil in the second cavity 10 enters the buffer cavity 11, at the same time, the oil in the buffer cavity 11 opens the bottom valve gasket 22 through the backflow hole 15, the oil enters the rodless cavity 5, at the same time, the oil in the rod cavity 4 enters the rodless cavity 5 through the first damping hole 6 of the outer piston 3, the outer piston 3 slides inward and drives the piston rod 2 to extend, until the piston rod 2 recovers to the initial state.

[0037] The above-mentioned ideal embodiment according to the present application is an inspiration, through the above-mentioned description, relevant staff can make various changes and modifications without deviating from the technical idea of the present application. The technical scope of the present application is not limited to the content in the specification, and must be determined according to the scope of claims.

Claims

1. A shock absorber for a rail transit vehicle, comprising a cylinder (1) and a piston rod (2) slidably arranged on the cylinder (1), wherein an outer piston (3) matching the cylinder (1) is arranged in the cylinder (1), one end of the piston rod (2) passes through the cylinder (1) and is arranged on the outer piston (3), the outer piston (3) divides the cylinder (1) into a rod chamber (4) and a rodless chamber (5), and a first damping hole (6) is provided on the outer piston (3) for connecting the rod chamber (4) and the rodless chamber (5) and generating damping for the passing oil, characterized in that: A sliding cavity (7) is provided in the piston rod (2), and an inner piston (8) matching the sliding cavity (7) is slidingly provided in the sliding cavity (7). The inner piston (8) divides the sliding cavity (7) into a first cavity (9) and a second cavity (10). The first cavity (9) is filled with gas. A damping component is provided between the second cavity (10) and the rodless cavity (5). The damping component is used to connect the second cavity (10) and the rodless cavity (5) and generate damping for the passing oil.

2. The shock absorber for rail transit vehicles according to claim 1, characterized in that: A buffer chamber (11) is provided on the valve body, the second chamber (10) is communicated with the buffer chamber (11), and the damping assembly is provided between the rodless chamber (5) and the buffer chamber (11).

3. The shock absorber for rail transit vehicles according to claim 2, characterized in that: The damping assembly comprises a second damping hole (12) and a return hole (15) arranged between the buffer chamber (11) and the rodless chamber (5); a damping gasket (13) is arranged at one end of the second damping hole (12) in the buffer chamber (11); a bottom valve gasket (22) is arranged at one end of the return hole (15) in the rodless chamber (5); and the bottom valve gasket (22) is used to block or open the return hole (15).

4. The shock absorber for rail transit vehicles according to claim 3, characterized in that: An annular boss (14) is provided at one end of the rodless cavity (5) near the bottom valve gasket (22), the reflux hole (15) is located on the annular boss (14), and the second damping hole (12) is located in the annular boss (14). The outer diameter of the bottom valve gasket (22) is smaller than the inner diameter of the rodless cavity (5) and larger than the outer diameter of the annular boss (14). The outer side of the annular boss (14) is an inclined surface (16) gradually tilted upward from the outside of the cylinder body (1) to the inside. An elastic element (17) for buffering the external piston (3) is provided at one end of the bottom valve gasket (22) away from the annular boss (14).

5. The shock absorber for rail transit vehicles according to claim 4, characterized in that: A circular bottom gasket (18) with an annular structure is provided in the rodless cavity (5), and the elastic element (17) is provided between the circular bottom gasket (18) and the bottom of the cylinder body (1).

6. The shock absorber for rail transit vehicles according to claim 5, characterized in that: The elastic element (17) is a tower-shaped spring, one end of which is disposed against the bottom of the cylinder (1), and the other end of which is disposed against the round bottom gasket (18).

7. The shock absorber for rail transit vehicles according to claim 6, characterized in that: The rodless cavity (5) is located between the buffer cavity (11) and the rod cavity (4).

8. The shock absorber for rail transit vehicles according to any one of claims 2 to 7, characterized in that: The second chamber (10) is located between the rodless chamber (5) and the first chamber (9), the sliding chamber (7) is located at one end of the second chamber (10) and passes through the bottom of the piston rod (2), an inner guide rod (19) is provided in the cylinder body (1), and a center hole passing through both ends is provided in the inner guide rod (19), one end of the inner guide rod (19) is connected to the buffer chamber (11), and the other end of the inner guide rod (19) matches the second chamber (10) and is slidably provided in the second chamber (10).

9. The shock absorber for rail transit vehicles according to claim 1, characterized in that: An air charging valve (20) is provided on the piston rod (2), and the air charging valve (20) is in communication with the second chamber (10).

10. The shock absorber for rail transit vehicles according to claim 1, characterized in that: A protective steel cylinder (21) is provided at one end of the piston rod (2) outside the cylinder body (1). The lower end of the protective steel cylinder (21) is open and the upper end is closed. The protective steel cylinder (21) is sleeved on the cylinder body (1).

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