A rubber joint for a railway rolling stock oil hydraulic damper

Abstract

The utility model discloses a rubber joint for railway locomotive and vehicle oil pressure shock absorber relates to rubber joint technical field, including the outer cover, the mandrel is concentric in the outer cover, the mandrel outer wall is equipped with the cambered surface along the circumference, the cross section of cambered surface is arch and the highest point is in the outer cover inner wall central position, to make this cambered surface with the distance of outer cover inner wall gradually increases from both sides to the middle, the utility model has the beneficial effect that: through setting up the arch cambered surface on the mandrel, annular convex and annular elastic pad cooperation, the continuous undulating surface and annular cavity that three constitute, can guide the multiaxial deformation of elastic material layer and disperse pressure when loading, guarantee radial stiffness to resist heavy load, reduce the deflection stiffness, and relieve stress concentration, both improve the vehicle operation comfort, and prolong the service life of rubber joint, adapt to the working condition demand of railway transportation high speed, heavy load.

Description

Technical Field

[0001] This utility model relates to the field of rubber joint technology, specifically a rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock. Background Technology

[0002] Rubber joints for hydraulic shock absorbers in railway locomotives and rolling stock are key components of the vehicle suspension system. They are mainly used to connect the shock absorber to the frame, bogie, and other structures. Through the elastic deformation of the rubber elastomer, they achieve radial force transmission, vibration buffering, and angle compensation functions, which are crucial for ensuring vehicle driving stability and ride comfort.

[0003] Authorization announcement number CN202573699U discloses a flexible articulated joint and a vehicle rubber suspension having the articulated joint. This novel flexible articulated joint includes a mandrel, an elastic material layer sleeved around the mandrel, and an outer sleeve sleeved around the elastic material layer. The distance between the outer circumferential surface where the mandrel connects to the elastic material layer and the inner circumferential surface where the outer sleeve connects to the elastic material layer gradually increases from the middle to both ends along the axial direction of the flexible articulated joint. The elastic material layer of the rubber joint adopts a gradually varying thickness design, which allows for relatively dispersed stress when the product is subjected to complex loads, improving structural stiffness. However, when the mandrel applies axial or radial pressure to the elastic material layer, the deformation direction of the elastic material layer is unidirectional. Superimposed axial loads can easily cause material cracking and debonding, shortening the structural service life. Simultaneously, insufficient deformation of the elastic material layer makes it difficult to balance multi-directional loads under complex working conditions, affecting the coordinated working stability of the rubber joint with the shock absorber and bogie. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a rubber joint for hydraulic shock absorbers in railway locomotives and rolling stock.

[0005] To achieve the above objectives, the technical solution of this utility model is as follows: A rubber joint for a hydraulic shock absorber in railway locomotives and rolling stock, including an outer sleeve; A mandrel is concentrically located inside the outer sleeve. The outer wall of the mandrel has a curved surface along the circumference. The cross-section of the curved surface is arched and the highest point is located at the center of the inner wall of the outer sleeve, so that the distance between the curved surface and the inner wall of the outer sleeve gradually increases from the middle to both sides. Multiple annular protrusions are arranged continuously along the mandrel axis on the curved surface, and an annular elastic pad is provided between two adjacent annular protrusions, so that the connection position of two adjacent annular protrusions forms an annular cavity, and the surface of the annular protrusion and the surface of the annular elastic pad form a continuous undulating surface. An elastic material layer is filled and bonded between the outer jacket and the mandrel through a vulcanization process, and the inner wall of the elastic material layer is connected to the continuous undulating surface; When the elastic material layer is subjected to radial or axial load pressure from the mandrel, the elastic material layer is squeezed by the annular protrusion side to laterally disperse the load pressure, and is compressed and deformed in the direction of the annular cavity to circumferentially disperse the load pressure.

[0006] Preferably, the cross-sectional shape of the annular protrusion is serrated, shallow trapezoidal, or wavy.

[0007] Preferably, the connection point between the annular protrusion and the outer side of the annular elastic pad is provided with a rounded corner to make the connection between the two smooth.

[0008] Preferably, the inner wall of the outer jacket is provided with a plurality of grooves along its axial direction, and the outer wall of the elastic material layer is embedded in the grooves to increase the contact area between the two.

[0009] Preferably, both sides of the elastic material layer are provided with annular stress relief grooves along the circumferential direction.

[0010] Preferably, the cross-sectional shape of the stress relief groove is an inwardly concave arc or a V-shape.

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows: by combining the arched curved surface, the annular protrusion and the annular elastic pad set on the mandrel, the continuous undulating surface and the annular cavity formed by the three can guide the elastic material layer to generate multi-directional deformation and disperse the pressure when under load. While ensuring radial stiffness to resist heavy load, it reduces deflection stiffness and alleviates stress concentration. This not only improves the vehicle's operating comfort but also extends the service life of the rubber joint, adapting to the high-speed and heavy-load working conditions of railway transportation. Attached Figure Description

[0012] The disclosure of this utility model is illustrated with reference to the accompanying drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of this utility model. In the drawings, the same reference numerals are used to refer to the same parts. Wherein: Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the mandrel structure in this utility model; Figure 3 This is a cross-sectional view of the present invention; Figure 4 for Figure 3 Enlarged structural diagram of section A.

[0013] The diagram is labeled as follows: 1. Outer sleeve; 11. Groove; 2. Mandrel; 21. Annular protrusion; 22. Annular elastic pad; 3. Elastic material layer; 31. Stress relief groove. Detailed Implementation

[0014] It is readily understood that, based on the technical solution of this utility model, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this utility model. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative descriptions of the technical solution of this utility model and should not be considered as the entirety of this utility model or as limitations or restrictions on the technical solution of this utility model.

[0015] Example like Figures 1-4 As shown, a rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock includes an outer sleeve 1; serving as the outer support structure of the rubber joint, it provides an installation reference.

[0016] The mandrel 2 is concentrically located inside the outer sleeve 1. The outer wall of the mandrel 2 has a curved surface along its circumference. The cross-section of the curved surface is arched, and the highest point is located at the center of the inner wall of the outer sleeve 1, so that the distance between the curved surface and the inner wall of the outer sleeve 1 gradually increases from the middle to both sides. The arched curved surface makes the thickness of the elastic material layer 3 gradually change, and the stress distribution is initially optimized by the elastic force change at different positions. Multiple annular protrusions 21 are arranged continuously along the axial direction of the mandrel 2 on the curved surface. The cross-sectional shape of the annular protrusions 21 is sawtooth, shallow trapezoidal, or wavy. An annular elastic pad 22 is provided between two adjacent annular protrusions 21, so that the connection position of two adjacent annular protrusions 21 forms an annular cavity, providing deformation space for the elastic material layer 3, guiding it to compress towards the cavity, and further dispersing the load pressure. The surfaces of the annular protrusions 21 and the annular elastic pads 22 form a continuous undulating surface, which facilitates bonding with the elastic material layer 3.

[0017] The connection between the annular protrusion 21 and the outer side of the annular elastic pad 22 is provided with rounded corners to make the connection between the two smooth. The rounded corners at the connection avoid sharp blind spots at the junction of the annular protrusion 21 and the annular elastic pad 22, and prevent local lack of glue and poor adhesion during the filling process of the elastic material layer 3.

[0018] The inner wall of the outer jacket 1 has several grooves 11 along its axial direction. The outer wall of the elastic material layer 3 is embedded in the grooves 11. Through the dual fixation of mechanical interlocking and vulcanization bonding, the connection strength between the two is improved, and the elastic material layer 3 is prevented from sliding or debonding relative to the outer jacket 1 when under load, thus ensuring structural stability.

[0019] The elastic material layer 3 is filled and bonded between the outer jacket 1 and the mandrel 2 through a vulcanization process, and the inner wall of the elastic material layer 3 is connected to the continuous undulating surface. When the elastic material layer 3 is loaded, it deforms under the lateral force of the annular protrusion 21, taking into account both radial force transmission and circumferential or axial angle compensation, thereby improving the vehicle's operating comfort.

[0020] Both sides of the elastic material layer 3 are provided with annular stress relief grooves 31 along the circumferential direction; the cross-sectional shape of the stress relief grooves 31 is concave arc or V-shaped. The stress relief grooves 31 can further disperse the internal stress of the material. Especially when the load changes, the groove deformation absorbs the local stress peak and reduces the risk of cracking.

[0021] When the elastic material layer 3 is subjected to radial or axial load pressure from the mandrel 2, the annular protrusions 21 on the surface of the mandrel 2 adopt a serrated, shallow trapezoidal, or other inclined structure. These inclined surfaces decompose the originally unidirectional radial or axial force into lateral forces in multiple directions, such as upward and downward along the inclined surfaces. These lateral forces in different directions act simultaneously on the elastic material layer 3, forcing the elastic material layer 3 to no longer be compressed only along the pressure direction, but to undergo coordinated lateral deformation. At the same time, under the push of multidirectional lateral forces, the elastic material layer 3 can be compressed towards the cavity. The load pressure originally concentrated in a local area will be dispersed to the elastic material layer 3 area around the cavity with the deformation, avoiding stress concentration at a certain point, thereby achieving effective dispersion of load pressure.

[0022] In summary, the continuous undulating surface and annular cavity formed by the arched curved surface, annular protrusion 21 and annular elastic pad 22 of the spindle 2 can guide the elastic material layer 3 to generate multi-directional deformation and disperse pressure when under load. While ensuring radial stiffness to resist heavy load, it reduces deflection stiffness and alleviates stress concentration, which not only improves the vehicle's operating comfort, but also extends the service life of the rubber joint, and is suitable for the high-speed and heavy-load working conditions of railway transportation.

[0023] The technical scope of this utility model is not limited to the content described above. Those skilled in the art can make various modifications and variations to the above embodiments without departing from the technical concept of this utility model, and all such modifications and variations should fall within the protection scope of this utility model.

Claims

1. A rubber joint for a hydraulic shock absorber in railway locomotives and rolling stock, characterized in that, include: coat; A mandrel is concentrically located inside the outer sleeve. The outer wall of the mandrel has a curved surface along the circumference. The cross-section of the curved surface is arched and the highest point is located at the center of the inner wall of the outer sleeve, so that the distance between the curved surface and the inner wall of the outer sleeve gradually increases from the middle to both sides. Multiple annular protrusions are arranged continuously along the mandrel axis on the curved surface, and an annular elastic pad is provided between two adjacent annular protrusions, so that the connection position of two adjacent annular protrusions forms an annular cavity, and the surface of the annular protrusion and the surface of the annular elastic pad form a continuous undulating surface. An elastic material layer is filled and bonded between the outer jacket and the mandrel through a vulcanization process, and the inner wall of the elastic material layer is connected to the continuous undulating surface; When the elastic material layer is subjected to radial or axial load pressure from the mandrel, the elastic material layer is squeezed by the annular protrusion side to laterally disperse the load pressure, and is compressed and deformed in the direction of the annular cavity to circumferentially disperse the load pressure.

2. The rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock according to claim 1, characterized in that: The cross-sectional shape of the annular protrusion is sawtooth, shallow trapezoidal, or wavy.

3. A rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock according to claim 2, characterized in that: The connection point between the annular protrusion and the outer side of the annular elastic pad is rounded to ensure a smooth transition at the connection.

4. A rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock according to claim 1, characterized in that: The inner wall of the outer jacket is provided with several grooves along its axial direction, and the outer wall of the elastic material layer is embedded in the grooves to increase the contact area between the two.

5. A rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock according to claim 1, characterized in that: Both sides of the elastic material layer are provided with annular stress relief grooves along the circumference.

6. A rubber joint for a hydraulic shock absorber of railway locomotives and rolling stock according to claim 5, characterized in that: The stress relief groove has a concave arc shape or a V-shape in cross-section.

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