Vertical friction damper of high-speed locomotive

Abstract

The utility model discloses a vertical friction damper of a high-speed locomotive, which comprises an outer cylinder sleeve, an inner cylinder sleeve sleeved in the outer cylinder sleeve, an upper mounting seat, a pull rod for connecting the inner cylinder sleeve and the upper mounting seat, a lower mounting seat connected with the outer cylinder sleeve, and a friction sleeve sleeved on the periphery of the inner cylinder sleeve and fixed with the inner cylinder sleeve, the periphery of the friction sleeve is tightly attached to the inner wall of the outer cylinder sleeve and can do relative motion with resistance, the upper end of the pull rod is hinged to the middle of the upper installation base, the pull rod can do front-back swing with the set swing amplitude relative to the upper installation base, and the position correcting spring is arranged on the periphery of the pull rod between the upper installation base and the inner cylinder sleeve in a sleeved mode. The front side and the rear side of the pull rod in the inner ring of the normal position spring are spaced from the normal position spring, and the normal position spring is in a compressed state that the normal position spring is strongly compressed by the upper mounting seat and the inner cylinder sleeve. The vertical friction damper has the advantages that the vertical friction damper can deflect forwards and backwards through self arrangement, and the vertical friction damper has reset force for recovering a vertical posture; and due reset performance and friction damping performance can be maintained for a long time.

Description

Technical Field

[0001] The utility model relates to a vertical friction shock absorber for high-speed locomotives, belonging to the technical field of train shock absorption. Background Art

[0002] The vertical friction shock absorber for high-speed locomotives is applied to the primary suspension system of trains to undertake the shock absorption between the axle box and the bogie frame. Since the vibration of the axle box relative to the bogie frame during the train operation does not and cannot be completely constrained in the pure vertical vibration direction, the vertical friction shock absorber will deflect within a certain range in the running direction (front-back direction) under the shock absorption condition. In order to adapt to this deflection, the prior art is to connect the upper end of the vertical shock absorber to the frame through a rubber ball joint.

[0003] The rubber ball joint is expensive, and the rubber body therein bears pressure and torsional shear force repeatedly for a long time during the train operation, and is easy to age and fail, and needs to be regularly inspected and replaced, so that its application cost is very high. Summary of the Utility Model

[0004] The technical problem to be solved by the utility model is: how to meet the requirements of partial torsion under the working conditions of the vertical shock absorber without using a rubber ball joint.

[0005] In view of the above problems, the technical solution proposed by the utility model is:

[0006] A vertical friction shock absorber for high-speed locomotives includes an outer cylinder sleeve, an inner cylinder sleeve sleeved in the outer cylinder sleeve, an upper mounting seat, a pull rod connecting the inner cylinder sleeve and the upper mounting seat, and a lower mounting seat connected to the outer cylinder sleeve. There is a friction sleeve fixed to the inner cylinder sleeve and sleeved on the outer periphery of the inner cylinder sleeve. The outer periphery of the friction sleeve closely adheres to the inner wall of the outer cylinder sleeve and can move relatively with resistance. The upper end of the pull rod is hinged to the middle of the upper mounting seat. The pull rod can swing back and forth with a set swing amplitude relative to the upper mounting seat. A centering spring is sleeved on the outer periphery of the pull rod between the upper mounting seat and the inner cylinder sleeve. There are intervals between the front side and the rear side of the pull rod in the inner circle of the centering spring. The centering spring is in a compressed state strongly compressed by the upper mounting seat and the inner cylinder sleeve.

[0007] The upper mounting seat includes a hinge block and two mounting columns horizontally fixed on the front and rear sides of the hinge block for connecting with the bogie frame of the train. The upper end of the pull rod is hinged to the hinge block.

[0008] The upper mounting seat further includes a pin shaft I. The hinge block has a through hole for the upper end of the pull rod to insert from bottom to top in the center. There are horizontally through pin holes I on the left and right sides of the hinge block. The upper end of the pull rod has horizontally through pin holes II. The upper end of the pull rod is inserted into the through hole from bottom to top. The pin shaft I is located in the pin holes I and II, so that the pull rod can rotate around the pin shaft I.

[0009] There is a rotational clearance between the front side wall and the rear side wall of the through hole and the pull rod respectively.

[0010] The pull rod and the inner cylinder sleeve are connected by a second pin shaft.

[0011] The inner cylinder sleeve is composed of two semi-circular half sleeves. The friction sleeve is divided into two halves, belonging to the two half sleeves of the inner cylinder sleeve respectively. An elastic member is provided between the two half sleeves to provide pressure between the friction sleeve and the inner wall of the outer cylinder sleeve.

[0012] The elastic member is a metal tension spring. Beneficial effects

[0013] 1. It can deflect forward and backward by its own setting and has a restoring force to restore the vertical posture.

[0014] 2. It can permanently maintain the proper restoring performance and friction damping performance.

[0015] 3. The structure is simple. Description of the drawings

[0016] Figure 1 It is a schematic cross-sectional view of the friction damper (some components are in cross-section and still a small part of the components are in plane). The arrow A in the figure points forward.

[0017] Figure 2 It is a disassembled schematic view of the upper mounting seat and the pull rod.

[0018] Figure 3 It is a top view schematic view of the friction damper.

[0019] In the figure: 1. Outer cylinder sleeve; 2. Inner cylinder sleeve; 21. Half sleeve; 3. Pull rod; 31. Second pin hole; 4. Upper mounting seat; 41. Hinge block; 411. Through hole; 4111. Rotational clearance; 412. First pin hole; 42. Mounting column; 43. First pin shaft; 5. Lower mounting seat; 6. Friction sleeve; 7. Centering spring; 8. Second pin shaft; 9. Tension spring. Detailed implementation manners

[0020] The following further describes the present invention with reference to the drawings:

[0021] As Figure 1As shown in FIG. 3 , a vertical friction damper for a high-speed locomotive comprises an outer cylinder sleeve 1, an inner cylinder sleeve 2 sleeved in the outer cylinder sleeve 1, an upper mounting seat 4, a pull rod 3 connecting the inner cylinder sleeve 2 and the upper mounting seat 4, and a lower mounting seat 5 connected to the outer cylinder sleeve 1; a friction sleeve 6 sleeved on the outer periphery of the inner cylinder sleeve 2 and fixed to the inner cylinder sleeve 2; the outer periphery of the friction sleeve 6 is tightly attached to the inner wall of the outer cylinder sleeve 1 and can make relative movement with resistance; the upper end of the pull rod 3 is hingedly connected to the middle part of the upper mounting seat 4; the pull rod 3 can swing back and forth with a set swing amplitude relative to the upper mounting seat 4; a positive spring 7 is sleeved on the outer periphery of the pull rod 3 between the upper mounting seat 4 and the inner cylinder sleeve 2; the front and rear sides of the pull rod 3 in the inner circle of the positive spring 7 are respectively spaced from the positive spring 7; the positive spring 7 is in a compressed state of being strongly compressed by the upper mounting seat 4 and the inner cylinder sleeve 2. When the vertical friction damper is subjected to a forward or backward force during the operation of the train, the vertical friction damper can deflect forward or backward within a set range, and at the same time, one of the front and rear sides of the positive spring 7 will always be subjected to pressure, and the reaction force of this pressure becomes the positive force that restores the friction damper to a vertical posture. In this way, when the friction damper is installed on the bogie, it is not necessary to use a rubber ball joint that is expensive and prone to aging and failure.

[0022] The upper mounting seat 4 includes an articulated block 41 and two mounting columns 42 horizontally fixed on the front and rear sides of the articulated block 41 for connecting to the train bogie frame. The upper end of the pull rod 3 is hingedly connected to the middle of the upper mounting seat 4, and the upper end of the pull rod 3 is hingedly connected to the articulated block 41.

[0023] The upper mounting seat 4 also includes a pin 1 43, a through hole 411 in the center of the hinge block 41 for the upper end of the pull rod 3 to be inserted from bottom to top, a horizontally penetrating pin hole 1 412 is provided on the left and right sides of the hinge block 41, and a pin hole 2 31 is provided on the upper end of the pull rod 3 to be inserted from left to right. The upper end of the pull rod 3 is inserted from bottom to top into the through hole 411, and the pin 1 43 is located in the pin hole 1 412 and the pin hole 2 31, so that the pull rod 3 can rotate around the pin 1 43. There is a rotation gap 4111 between the front side wall and the rear side wall of the through hole 411 and the pull rod 3, respectively, so as to ensure that the pull rod 3 can rotate around the pin 1 43.

[0024] The pull rod 3 is connected to the inner cylinder sleeve 2 via a pin 8 .

[0025] The inner cylinder sleeve 2 is composed of two semi-annular half sleeves 21. The friction sleeve 6 is divided into two halves, which belong to the two half sleeves 21 of the inner cylinder sleeve 2. A compressed elastic member is provided between the two half sleeves 21 to provide pressure between the friction sleeve 6 and the inner wall of the outer cylinder sleeve 1, so that the friction sleeve 6 and the inner wall of the outer cylinder sleeve 1 can always maintain the proper friction resistance when relative movement occurs between them.

[0026] Preferably, the elastic member is a metal supporting spring 9 .

[0027] The above embodiments are only used to describe the present utility model more clearly, and should not be regarded as limiting the protection scope covered by the present utility model. Any modification in an equivalent form should be regarded as falling within the protection scope covered by the present utility model.

Claims

1. A vertical friction damper for a high-speed locomotive, comprising an outer cylinder sleeve (1), an inner cylinder sleeve (2) sleeved inside the outer cylinder sleeve (1), an upper mounting seat (4), a pull rod (3) connecting the inner cylinder sleeve (2) and the upper mounting seat (4), and a lower mounting seat (5) connected to the outer cylinder sleeve (1). There is a friction sleeve (6) fixed to the inner cylinder sleeve (2) and sleeved on the outer periphery of the inner cylinder sleeve (2). The outer periphery of the friction sleeve (6) is closely attached to the inner wall of the outer cylinder sleeve (1) and can perform relative movement with resistance. It is characterized in that: The upper end of the pull rod (3) is hinged to the middle of the upper mounting seat (4). The pull rod (3) can swing back and forth with a set swing amplitude relative to the upper mounting seat (4). A centering spring (7) is sleeved on the outer periphery of the pull rod (3) between the upper mounting seat (4) and the inner cylinder sleeve (2). There are intervals between the front side and the rear side of the pull rod (3) in the inner ring of the centering spring (7). The centering spring (7) is in a compressed state strongly compressed by the upper mounting seat (4) and the inner cylinder sleeve (2).

2. The vertical friction damper for high-speed locomotive according to claim 1, characterized in that: The upper mounting seat (4) includes a hinge block (41) and two mounting columns (42) horizontally fixed on the front and rear sides of the hinge block (41) for connecting with the bogie frame of the train. The upper end of the pull rod (3) is hinged to the hinge block (41).

3. The vertical friction damper for high-speed locomotive according to claim 2, characterized in that: The upper mounting seat (4) further includes a first pin shaft (43). The hinge block (41) has a through hole (411) for the upper end of the pull rod (3) to insert from bottom to top. There are horizontally penetrating first pin holes (412) on the left and right sides of the hinge block (41). The upper end of the pull rod (3) has a horizontally penetrating second pin hole (31). The upper end of the pull rod (3) is inserted into the through hole (411) from bottom to top. The first pin shaft (43) is located in the first pin hole (412) and the second pin hole (31), enabling the pull rod (3) to rotate around the first pin shaft (43).

4. The vertical friction damper for high-speed locomotive according to claim 3, characterized in that: There are rotational clearances (4111) between the front side wall and the rear side wall of the through hole (411) and the pull rod (3) respectively.

5. The vertical friction shock absorber for high-speed locomotive according to claim 1, characterized in that: The pull rod (3) is connected to the inner cylinder sleeve (2) through a second pin shaft (8).

6. The vertical friction damper for high-speed locomotives according to claim 1, characterized in that: The inner cylinder sleeve (2) is composed of two semi-circular half sleeves (21). The friction sleeve (6) is divided into two halves, belonging to the two half sleeves (21) of the inner cylinder sleeve (2). An elastic member in a compressed state is provided between the two half sleeves (21) to provide pressure between the friction sleeve (6) and the inner wall of the outer cylinder sleeve (1).

7. The vertical friction damper for high-speed locomotive according to claim 6, wherein: The elastic member is a metal tension spring (9).

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