Patent Application
20210003187
The present application belongs to the technical field of vibration reduction devices for rail vehicles, and particularly relates to an air spring.
An air spring is mounted between a vehicle body and a bogie to transfer vertical load, transverse load, torque or the like, absorb vertical and transverse vibrations and provide a horizontal restoring force or the like, and thus has a great impact on stability and comfort of the vehicle. The air spring includes a top plate, a diaphragm and a rubber metal spring, wherein the top plate is located below the vehicle body or bolster to realize sealing and load transfer; the diaphragm is located below the top plate; and the rubber metal spring is located below the diaphragm. In a state where the air spring is inflated normally, the diaphragm plays a main role of reducing vibration, and the rubber metal spring plays an auxiliary role of reducing vibration at the same time. When the air spring is out of air due to an failure of the diaphragm or other reasons, the rubber metal spring plays a main role of reducing vibration to ensure the vehicle to run at a speed limit, and the diaphragm does not work.
When the air spring is used in a state of out of air, usually, a stiffness of the rubber metal spring is expected to be small under low-load conditions, to ensure high ride comfort of the vehicle; and meanwhile, the stiffness of the rubber metal spring is expected to be large under heavy-load conditions, to avoid damage to other components resulted from a subsidence of the vehicle body. However, the existing air spring products all adopt one rubber metal spring or a structure in which two rubber metal springs are connected in series. When the rubber metal spring is compressed by the top plate, there is an approximately exponential relationship between a vertical load and a vertical displacement, and a vertical load-vertical displacement curve is a continuous curve. Thus, when a low-load condition is changed to a heavy-load condition, the stiffness of the rubber metal spring increases smoothly, so that a deflection difference of the rubber metal spring under heavy-load and low-load conditions is large, and it is impossible to effectively avoid the damage to other components resulted from the subsidence of the vehicle body.
In view of the aforementioned technical problems existed in prior air springs, the present application provides an air spring.
The present application employs the following technical solutions.
An air spring, comprises a top plate, a diaphragm, a first rubber metal spring and a second rubber metal spring; the diaphragm is arranged between the top plate and the first rubber metal spring; the first rubber metal spring is hollow to form a cavity, and the cavity of the first rubber metal spring penetrates through a top of the first rubber metal spring in a vertical direction, and the top of the first rubber metal spring is connected to a first support, and a top of the first support corresponds to the top plate to come into contact with the top plate when the diaphragm is out of air; the second rubber metal spring is fixedly inserted in the cavity of the first rubber metal spring; a top of the second rubber metal spring is connected to a second support, and a top of the second support corresponds to the top plate to come into contact with the top plate when the diaphragm is out of air; and, when the diaphragm is inflated, there is a height difference Δh between the top of the second support and the top of the first support, where the Δh≠0.
Preferably, a height of the top of the second support is higher than a height of the top of the first support.
Preferably, a range of absolute value of the Δh is 10 mm≤|Δh|≤30 mm.
Preferably, the first support is sleeved outside the second support.
Preferably, the first support is in sliding fit with the second support.
Preferably, the first support and/or the second support is a friction block.
Preferably, the first rubber metal spring is a laminated auxiliary spring or an hourglass auxiliary spring.
Preferably, the second rubber metal spring is one of a laminated auxiliary spring, an hourglass auxiliary spring and a conical auxiliary spring.
Compared with the prior art, the present application has the following advantages and positive effects.
In the air spring provided by the present application, the second rubber metal spring and the second support are provided and connected in parallel with the first rubber metal spring and the first support, and the height difference Δh between the top of the second support and the top of the first support is set to be not equal to 0. When the diaphragm is out of air, the top plate first comes into contact with the first support or the second support to transfer the vertical load to the first rubber metal spring or the second rubber metal spring, so that the ride conform of the vehicle under a low-load condition is ensured. Then, after the vehicle enters a heavy-load condition from the low-load condition, the top plate comes into contact with both the first support and the second support to transfer the vertical load to both the first rubber metal spring and the second rubber metal spring. At this time, a stiffness of the air spring increases instantly. Meanwhile, as shown in
in which: 1: top plate; 2: diaphragm; 3: first rubber metal spring; 4: first support; 5: second rubber metal spring; and, 6: second support.
The present application will be specifically described below by exemplary implementations. However, it should be understood that elements, structures and features in one implementation can be advantageously integrated into other implementations without further recitation.
In the description of the present application, it is to be noted that the orientation or position relation indicated by terms “inner”, “outer”, “upper”, “lower”, “front”, “rear” or the like is an orientation or position relation shown by the accompanying drawings, merely for describing the present application and simplifying the description rather than indicating or implying that the specified device or element must have a particular orientation or be constructed and operated in a particular orientation. Therefore, the terms should not be interpreted as limitations to the present application. In addition, the terms “first” and “second” are merely descriptive, and cannot be interpreted as indicating or implying the relative importance.
With reference to
The air spring provided by the present application further comprises a second rubber metal spring 5. The second rubber metal spring 5 is fixedly inserted in the cavity of the first rubber metal spring 3 to be connected in parallel with the first rubber metal spring 3. A top of the second rubber metal spring 5 is connected to a second support 6, and a top of the second support 6 corresponds to the top plate 1 to come into contact with the top plate 1 when the diaphragm 2 is out of air. In this case, the structure of the first support 4 should evade the second support 6 to ensure that the top of the second support 6 can come into contact with the top plate 1. Through the contact with the top plate 1, the second support 6 can transfer the vertical load borne by the top plate 1 to the second rubber metal spring 5. When the diaphragm 2 is inflated, a height difference Δh between the top of the second support 6 and the top of the first rubber metal spring 3 (more specifically, between the top of the second support 6 and the top of the first support 4) is set to be not equal to 0. In this case, to enable both the top of the second support 6 and the stop of the first support 4 to come into contact with the top plate, the second support 6 and the first support 4 must not be connected fixedly and can move relative to each other.
Based on the above description, in the air spring provided by the present application, the second rubber metal spring 5 and the second support 6 are provided and connected in parallel with the first rubber metal spring 3 and the first support 4, and the height difference Δh between the top of the second support 6 and the top of the first support 4 is set to be not equal to 0. When the diaphragm 2 is out of air, the top plate 1 first comes into contact with the first support 4 or the second support 6 to transfer the vertical load to the first rubber metal spring 3 or the second rubber metal spring 5, so that the ride conform of the vehicle under a low-load condition is ensured. Then, after the vehicle enters a heavy-load condition from the low-load condition, the top plate 1 comes into contact with both the first support 4 and the second support 6 to transfer the vertical load to both the first rubber metal spring 3 and the second rubber metal spring 5. At this time, a stiffness of the air spring increases instantly. Meanwhile, as shown in
It is to be noted that, since a position of a inflection point where the vertical load-vertical displacement curve shown in
In an embodiment, as shown in
It should be understood that, in another embodiment (not shown in the drawings), it is also possible that the height of the top of the first support 4 is higher than the height of the top of the second support 6 in a natural state (in a state where the diaphragm 2 is inflated). Thus, the first rubber metal spring 3 is responsible for reducing vibration under the low-load condition when the diaphragm 2 is out of air; and, the first rubber metal spring 3 and the second rubber metal spring 5 jointly reduce vibration under the heavy-load condition when the diaphragm 2 is out of air.
With regard to a positional relationship between the first support 4 and the second support 6, in the embodiment shown in
Specifically, as shown in
The first support 4 is in sliding fit with the second support 6. That is, there is no gap between an inner surface of the first support 4 and an outer surface of the second support 6 (including clearance fit, in order to mount the second support 6 into the first support 4), and at the same time, it is ensured that the second support 6 can slide relative to the first support 4. That is, the first support 4 and the second support 6 can slide relative to each other in a vertical direction, but not in the horizontal direction. Accordingly, the relative lateral deviation between the first rubber metal spring 3 and the second rubber metal spring 5 is further restricted, a lateral collision between the second support 6 and the first support 4 is avoided, thereby a stability of the air spring when in use is improved.
As for a structure of the first rubber metal spring 3, it may be a laminated auxiliary spring or an hourglass auxiliary spring, so that the first rubber metal spring 3 can provide a cavity to accommodate the second rubber metal spring 5 and realize vertical reciprocating movement of the second support 6. In addition, as for a structure of the second rubber metal spring 5, it may be one of a laminated auxiliary spring, an hourglass auxiliary spring and a conical auxiliary spring. When the second rubber metal spring 5 is a laminated auxiliary spring, the space occupation is small, and the required size of the first rubber metal spring 3 is small.
Specifically, as shown in
In addition, it is to be noted that, the structures of the hourglass auxiliary spring and the conical auxiliary spring, as alternatives of the laminated auxiliary spring, are also technologies known to those skilled in the art and will not be described in detail herein.
To better understand the above technical solutions of the present application, as shown in
As shown in
As shown in
| Number | Date | Country | Kind |
|---|---|---|---|
| 201810433441.9 | May 2018 | CN | national |
This application is a continuation of PCT/CN2018/117114 filed on Nov. 23, 2018, which claims the priority benefit of Chinese patent application No. 201810433441.9 filed on May 8, 2018. The entirety of the above-mentioned patent applications is hereby incorporated by reference herein and made a part of this specification.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2018/117114 | Nov 2018 | US |
| Child | 17025885 | US |
