CN108150536B

CN108150536B - Hydraulic bushing and rail train

Info

Publication number: CN108150536B
Application number: CN201611206851.7A
Authority: CN
Inventors: 邹波; 罗旦; 罗俊; 冯万盛; 卜继玲; 荣继刚; 邹宇; 张亚新
Original assignee: Zhuzhou Times New Material Technology Co Ltd
Current assignee: Zhuzhou Times New Material Technology Co Ltd
Priority date: 2016-12-02
Filing date: 2016-12-23
Publication date: 2020-06-26
Anticipated expiration: 2036-12-23
Also published as: CN108150598A; CN108150591A; CN108150592A; CN108150535A; CN108150589B; CN108150588A; CN108150595B; CN108150594A; CN108150592B; CN108150598B; CN108150587A; CN108150589A; CN108150596B; CN108150593B; CN108150590A; CN108150585A; CN108150536A; CN108150535B; CN206361076U; CN206555347U

Abstract

The invention discloses a hydraulic bushing and a rail train. The hydraulic bushing includes: the core shaft is sleeved on the sleeve on the outer side of the core shaft, a first rubber body is filled in a gap between the core shaft and the sleeve, a groove is formed in the outer surface of the sleeve, and the outer sleeve is sleeved on the outer side of the sleeve in a pressing mode. Two liquid cavities for containing liquid are oppositely constructed on the first rubber body in the radial direction, the groove and the outer sleeve enclose a flow channel, and the two liquid cavities are communicated through the flow channel. After the hydraulic bushing is used on a rail train, the hydraulic bushing not only can ensure that the train stably moves forwards in a straight running state, but also can reduce the abrasion of wheels and rails in a curve running state.

Description

Hydraulic bushing and rail train

Cross Reference to Related Applications

This application claims priority to chinese patent application CN201611095592.5 entitled "hydraulic liner and rail train" filed on year 2016, 12, month 2 and chinese patent application CN201611096400.2 entitled "a hydraulic liner" filed on year 2016, 12, month 2, which is incorporated herein by reference in its entirety.

Technical Field

The invention relates to the field of rail trains, in particular to a hydraulic bushing which can be used on a rail train.

Background

The operation of a rail train can be simply divided into two states, the first being a straight-ahead state and the second being a curve-driving state. In the prior art, wheels are usually connected to a bogie by means of rubber tumblers, so that in a straight-ahead state, the train runs quickly and stably along rails; in the curve running state, the train can smoothly turn along the track.

In order to allow a stable operation of the train in a straight running state, the rubber rotor is generally constructed to have a large stiffness value. However, such rubber tumblers having a large rigidity cause severe wear of wheels and rails in a curve driving state, thereby increasing the operating cost of the train.

Disclosure of Invention

In order to solve the problems, the invention provides a hydraulic bushing. After the hydraulic bushing is used on a rail train, the hydraulic bushing not only can ensure that the train stably moves forwards in a straight running state, but also can reduce the abrasion of wheels and rails in a curve running state. The invention also provides a rail train which uses the hydraulic bushing of the invention.

The hydraulic bushing according to the first aspect of the invention includes: the core shaft is sleeved on the sleeve outside the core shaft, a first rubber body is filled in a gap between the core shaft and the sleeve, a groove is formed in the outer surface of the sleeve, the outer sleeve is sleeved with a pressing sleeve and arranged outside the sleeve, two liquid cavities used for containing liquid are formed in the first rubber body in a radial and opposite mode, a flow channel is formed by the groove and the outer sleeve in a surrounding mode, and the two liquid cavities are communicated through the flow channel.

In a train, the mandrel of a hydraulic bushing is connected to the bogie of the rail train, the outer sleeve is connected to the alignment arm of the wheel of the rail train, and the hydraulic bushing is usually arranged with one hydraulic chamber in front (with reference to the direction of train travel) and one in the rear. When the train runs on a curve, the wheels turn and drive the positioning arms to move, so that the mandrel and the outer sleeve move relatively, and therefore the steering of the bogie connected with the mandrel and the turning of the train body are achieved. In the process, the relative movement of the mandrel and the outer sleeve enables the liquid cavity at the front to be extruded, and the liquid cavity at the rear to be enlarged, so that part of liquid in the liquid cavity at the front flows into the liquid cavity at the rear through the flow channel to conform to the relative movement of the mandrel and the outer sleeve and the steering of the wheel. As a whole, the hydraulic bushing according to the present invention has greater flexibility than the rubber tumbler of the prior art during the curve running of the train to enable the wheel to be smoothly steered, thereby reducing the wear of the wheel and the rail. In the straight-ahead state of the train, the liquid in the liquid cavity and the flow channel is almost kept still, so that the rigidity of the hydraulic bushing is not obviously changed relative to the rigidity of the rubber rotating arm in the prior art, and the train keeps stable operation.

In one embodiment, the liquid chamber is formed on the first rubber body in an axially penetrating manner, and sealing assemblies are respectively sleeved on the mandrel on two sides of the sleeve and are in sealing contact with the sleeve and corresponding axial end portions of the first rubber body. Thus, the volume of the fluid chamber in this embodiment is greater relative to a non-through fluid chamber formed in the rubber body, allowing the hydraulic bushing to have greater flexibility to reduce wheel and rail wear when the train is traveling around curves.

In one embodiment, the two axial ends of the first rubber body are each formed as an annular groove, an axial mating body is formed in each annular groove offset from the axial ends of the liquid chambers, and the sealing assembly is in sealing contact with the mating bodies and the sleeve, so that the annular grooves form two auxiliary liquid chambers which are each in communication with the two liquid chambers. By forming the auxiliary liquid cavity, the amount of liquid in the hydraulic bushing is increased, so that the relative movement adjusting range between the outer sleeve of the hydraulic bushing and the mandrel is enlarged, and the abrasion of wheels and rails when the train runs on a curve is further reduced.

In a preferred embodiment, at the axial first end of the first rubber body, the flow passage is communicated with the auxiliary liquid cavity of the first liquid cavity; at an axial second end of the first rubber body, the flow passage communicates with an auxiliary liquid chamber of the second liquid chamber.

In one embodiment, the liquid chamber extends in a circumferential direction; the width of the central portion of the chamber is less than the width of the rim. According to this configuration, even when the mandrel moves to an extreme position relative to the jacket (i.e. the bottom wall of the liquid chamber is in contact with the top wall), liquid is still present at the edge of the liquid chamber, which helps the liquid chamber to recover quickly after the mandrel has moved away from this extreme position relative to the jacket, preventing the hydraulic bushing from being damaged.

In one embodiment, the two circumferential edges of the liquid chamber are each formed as a liquid reservoir bulging radially inwards, and the middle between the two circumferential edges forms a communicating chamber. According to the structure, even if the communication chamber disappears completely when the mandrel moves beyond the limit position relative to the outer sleeve, liquid still exists in the liquid storage chamber of the liquid cavity, and further the liquid cavity can be recovered quickly after the mandrel moves away from the limit position relative to the outer sleeve, and the hydraulic lining can be prevented from being damaged. In addition, the fluid reservoir and the auxiliary fluid chamber in communication therewith still help to maintain the flexibility of the hydraulic bushing after the communication chamber has disappeared. In addition, the radially inwardly expanding reservoir allows a smaller amount of the first rubber body between the sleeve and the fluid chamber than between the sleeve and the spindle, so that the fluid chamber responds more sensitively to relative movements of the outer sleeve and the spindle, thereby being more compliant to steering of the wheel and reducing wear on the wheel and the track.

In one embodiment, the seal assembly includes a rigid support ring and a rigid gasket, the support ring and gasket being connected together by a second rubber body, the gasket being in compressive engagement with the outer sleeve. According to this structure, since the support ring and the spacer are connected by the second rubber body, the outer sleeve and the spindle can move relatively, thereby smoothly steering the wheel. In addition, the second rubber body can absorb partial energy of the movement of the outer sleeve relative to the mandrel, so that the left-right shaking of the train is buffered.

In one embodiment, the gasket is axially outward of the seal assembly, and a first relief space exists between the gasket and the mandrel. By creating the first yield space, the shim can move towards the mandrel (i.e. into the first yield space) under a radially inward compression force caused by the relative movement of the outer sleeve and the mandrel during a curve of the rail train, which further contributes to smooth steering of the wheel and reduces wear of the wheel and the rail.

In another embodiment, the top end of the support ring is spaced apart from the outer sleeve to form a second relief space. In this way, the rigid support ring does not block relative movement between the outer sleeve and the spindle during a rail train curve, thereby facilitating smooth movement of the outer sleeve relative to the spindle, thereby steering the wheel smoothly and reducing wear on the wheel and rail.

A rail train according to a second aspect of the invention comprises a hydraulic bushing according to the above, the mandrel of the hydraulic bushing being connected to the bogie of the rail train, the jacket of the hydraulic bushing being connected to the alignment arm of the wheel of the rail train, the two hydraulic chambers being arranged in a tandem manner. By installing the hydraulic bushing on the rail train, the wheels can be smoothly steered during the curve running of the train, so that the abrasion of the wheels and the rail is reduced, and the high rigidity is provided for the train during the straight running of the train, so that the train can keep stable running.

Compared with the prior art, the invention has the advantages that: the hydraulic bushing of the present invention is configured with a first rubber body, a liquid chamber, and a flow passage. When the train runs on a curve, the liquid cavity and the flow channel not only can enable the wheels to smoothly turn so as to reduce the abrasion of the wheels and the track, but also can provide larger rigidity for the train during the straight running of the train so as to enable the train to keep stable running.

Drawings

The invention will be described in more detail hereinafter on the basis of embodiments and with reference to the accompanying drawings. Wherein:

FIG. 1 schematically illustrates the installation location of a hydraulic bushing in a rail train in accordance with one embodiment of the present invention;

FIG. 2 is a perspective view showing a hydraulic bushing according to one embodiment of the present invention;

FIG. 3 is a cross-sectional view A-A of FIG. 2;

FIG. 4 is a cross-sectional view B-B of FIG. 2;

FIG. 5 is a cross-sectional view C-C of FIG. 2;

FIG. 6 is a perspective view showing the hydraulic bushing of FIG. 2 with the outer sleeve and seal assembly removed;

FIG. 7 is a left side view of FIG. 6;

FIG. 8 is a cross-sectional view F-F of FIG. 7;

FIG. 9 is a perspective view showing the mandrel of the hydraulic bushing shown in FIG. 2;

FIG. 10 is a front view showing a sleeve of the hydraulic bushing shown in FIG. 2;

FIG. 11 is an axial cross-sectional view showing the sleeve shown in FIG. 10;

FIG. 12 is a perspective view showing the outer sleeve of the hydraulic bushing shown in FIG. 2;

FIG. 13 is a perspective view showing the seal assembly of the hydraulic bushing shown in FIG. 2;

FIG. 14 is a cross-sectional view taken along line D-D of FIG. 13;

FIG. 15 is a cross-sectional view E-E of FIG. 13;

FIG. 16 is a block diagram illustrating a hydraulic bushing (with the seal assembly and outer sleeve removed) according to another embodiment of the present invention;

FIG. 17 schematically illustrates another embodiment of a fluid chamber;

FIG. 18 schematically illustrates yet another embodiment of a fluid chamber; and

fig. 19 is an exploded view schematically showing the structure of the hydraulic bushing shown in fig. 16.

In the drawings, like parts are provided with like reference numerals. The drawings are not to scale.

Detailed Description

The invention will be further explained with reference to the drawings.

Fig. 1 schematically shows a hydraulic bushing 1 according to an embodiment of the invention in an installation position 100 in a rail train. As shown in fig. 1, the rail train includes a bogie 11 and wheels 12. The wheel 12 includes a locator arm 13. The hydraulic bushing 1 is connected to both the bogie 11 and the wheel 12. Specific attachment means are described below. During the straight running of the rail train, the hydraulic bushing 1 has greater rigidity to help the train to stably run; during the curve running of the rail train, the hydraulic bushing 1 has greater flexibility to facilitate the smooth turning of the wheel 12, thereby reducing the wear of the wheel 12 and the rail.

Fig. 2, 3, 4 and 5 show an embodiment of the hydraulic bushing 1. As shown in fig. 2 to 5, the hydraulic bushing 1 includes a core shaft 20, a sleeve 47 disposed outside the core shaft 20, and an outer sleeve 22 disposed outside the sleeve 47. The spindle 20 is connected at both ends to the bogie 11 and the outer sleeve 22 is connected to the locator arm 13 in a manner well known to those skilled in the art and will not be described further herein.

The gap between the mandrel 20 and the sleeve 47 is filled with a first rubber body 40. Two liquid chambers 41 for receiving liquid are formed on the first rubber body 40 in diametrically opposite manner. A recess 42 is formed on the outer surface of the sleeve 47. The outer sleeve 22 is provided with a liquid inlet 29 communicating with the concave groove 42. In the assembled state, the groove 42 and the outer sleeve 22 together define a flow passage for the liquid to flow, and both ends of the flow passage 42 communicate with the two liquid chambers 41, respectively, so that the liquid can flow back and forth in the two liquid chambers 41.

During a curve of the rail train, the movement of the wheels 12 drives the relative movement of the spindle 20 and the jacket 22, and at the same time, the fluid chamber 411 at the front is compressed and the fluid chamber 412 at the rear is expanded. Thus, the fluid in the fluid chamber 411 flows into the fluid chamber 412 through the fluid passage 42, so that the hydraulic bushing 1 follows the steering of the wheel 12. The hydraulic bushing 1 of this structure has greater flexibility than the rubber tumbler of the prior art, thereby reducing wear of the wheel 12 and the rail. During rapid straight-ahead movement of the rail train, the liquid in the liquid chamber 41 and the flow passage 42 is almost kept motionless, which causes no significant change in the rigidity of the hydraulic bushing 1 compared to the rubber rotor arm of the prior art, thereby maintaining stable operation of the train.

The hydraulic bushing 1 can be produced in the following way: the mandrel 20, the sleeve 47 are placed in a suitable mould and then the first rubber body 40 in liquid form is injected. After the first rubber body 40 in the liquid state is cooled and solidified, the hydraulic bushing 1 shown in fig. 6 is formed by demolding. Then, the outer jacket 22 is press-fitted to the sleeve 47. The liquid chamber 41 is formed by means of a mold so that the shape and size of the liquid chamber 41 can be arbitrarily adjusted as required. The liquid chamber 41 is formed in the first rubber body 40, i.e. both the bottom wall 50 and the top wall 51 thereof are the first rubber body 40.

In one embodiment, the liquid chamber 41 is formed in the first rubber body 40 in an axially penetrating manner, as shown in fig. 8. In this case, in order to form the closed liquid chamber 41, a sealing assembly 43 is mounted on each of the two

end sections

91, 92 of the mandrel 20. As shown in FIG. 4, two seal assemblies 43 seal respective axial ends 81 of the chamber 41, thereby forming a closed chamber 41. It should be understood that the liquid chamber 41 may be formed on the first rubber body 40 in other forms. For example, as shown in fig. 17, one axial end portion of the liquid chamber 41 is closed by the first rubber body 40, and the other axial end portion is closed by the seal assembly 43. As also shown in fig. 18, the liquid chamber 41 is formed on the first rubber body 40 in a completely closed manner. It will be appreciated that in the embodiment shown in figures 17 and 18, the sealing assemblies 43 are still mounted on the two

end sections

91, 92, respectively, of the mandrel 20 to provide sealing and support as required.

In one embodiment, the liquid chamber 41 extends in the circumferential direction. The width W1 of the central portion 53 of the chamber 41 is less than the width W2 of the rim 54. Thus, when the outer sleeve 22 and the mandrel 20 are relatively moved to an extreme position (i.e., the bottom wall 50 of the chamber 41 is in contact with the top wall 51), liquid is still present at the edge 54 of the chamber 41. After the relative movement of the outer sleeve 22 and the mandrel 20 away from the extreme position, the liquid chamber 41 will quickly recover, preventing the hydraulic bushing 1 from being damaged.

In a preferred embodiment, the two circumferential edges 54 of the chamber 41 are each formed as a reservoir which expands radially inwards, and the part of the central portion 53 between the two edge portions 54 forms a communication chamber. According to this structure, even if the communication chamber 53 is pressed to completely disappear, the liquid remains in the liquid reservoir 54, and the liquid chamber 41 can be quickly restored. Furthermore, reservoir 54 is enlarged radially inwardly (as shown in FIG. 5) such that chamber 41 is configured to be closer to sleeve 47 such that there is little cushioning effect of first rubber body 40 between chamber 41 and jacket 22 when the rail train is traveling in a curve. In this way, the pressure in the fluid chamber 41 is more responsive to relative movement of the outer sleeve 22 and the spindle 20, thereby allowing the hydraulic bushing 1 to more sensitively conform to the steering of the wheel 12 and reduce wear on the wheel 12 and the rail.

The mandrel 20 is a preform and fig. 9 shows a first embodiment of the mandrel 20, which is in the form of a stepped shaft. As shown in fig. 9, the mandrel 20 comprises a middle section 90 and two

end sections

91, 92, the diameter of the middle section 90 being larger than the diameter of the

end sections

91, 92. Preferably, the

end sections

91, 92 are of equal diameter. The first rubber body 40 is formed on the middle section 90. Preferably, the axial length of the sleeve 47 and jacket 22 match the axial length of the middle section 90.

In one embodiment, the middle section 90 of the mandrel 20 has a radially outwardly convex arcuate surface 93, as shown in fig. 3, 4 and 9. In one embodiment, the radius of the central region 96 of the arcuate surface 93 is 40mm and the radius of the edge region 97 of the arcuate surface 93 is 39 mm. It should be understood that arcuate surfaces 93 having other radii may be configured as desired. The middle section 90 is generally in the shape of a barrel with an outwardly bulging middle, as a whole. The arcuate surface 93 prevents stress concentrations on the mandrel 20 and thus prevents the hydraulic bushing 1 from being damaged. In addition, the arcuate surface 93 also helps to achieve the above-described width at the central portion 53 of the chamber 41 being less than the width at the edge 54.

The sleeve 47 is a generally cylindrical preform. Fig. 10 shows an embodiment of the sleeve 47. As shown in fig. 10 and 11, the groove 42 may be pre-formed on the outer surface of the sleeve 47 by machining, so that the length and shape of the groove 42 may be arbitrarily adjusted as desired.

The outer jacket 22 is a generally cylindrical preform, and FIG. 12 shows one embodiment of the outer jacket 22. As shown in fig. 2 and 12, the outer sleeve 22 includes a body 1201 and radially inward flanges 1202 at both axial ends. The flange 1202 axially compresses the seal assembly 43 to maintain the seal assembly 43 in sealing relation against the end 81 of the chamber 41. In installing the outer sleeve 22, the outer sleeve 22 may first be installed in a straight barrel on the sleeve 47 and then the flange 1202 may be formed by a flanger. Flangers are well known to those skilled in the art and will not be described in detail herein.

The seal assembly 43 may be a separately prepared component, and fig. 13 shows one example of the seal assembly 43. Specifically, as shown in fig. 14 and 15, the seal assembly 43 includes a rigid support ring 1400 and a rigid spacer 1401, the support ring 1400 and spacer 1401 being coupled together by a second rubber body 1402. In the hydraulic bushing 1, the seal assembly 43 is positioned by the support ring 1400 in contact with the step 94 of the mandrel 20, the gasket 1401 is in press-fit engagement with the outer sleeve 22, and the inner surface 1403 (formed by the second rubber body 1402) of the seal assembly 43 is in sealing contact with the axial end portion of the sleeve 47 and the axial end portion 27 of the first rubber body 40 to seal the axial end portion 81 of the liquid chamber 41. To provide for better sealing contact of inner surface 1403 with the axial end of sleeve 47, seal assembly 43 further includes a second gasket 1404, second gasket 1404 compressing jacket 22 in a radial direction and compressing the axial end of sleeve 47 in an axial direction.

The second rubber body 1402 is used to effect radial movement of the jacket 22 relative to the mandrel 20 that occurs when the train is traveling in a curve. For example, when the train is running on a curve, due to the elastic second rubber body 1402 between the gasket 1401 and the support ring 1400, the gasket 1401 is pushed to move radially inwards, so that the relative movement of the jacket 22 and the mandrel 20 is realized, and the liquid chamber 41 is deformed. It should be appreciated that with the second washer 1404, the second washer 1404 would likewise be urged radially inward.

In one embodiment, the top end 1406 of the support ring 1400 is spaced apart from the outer sleeve 22 to form the second relief space 201 (shown in fig. 4). A first relief space 1405 (shown in fig. 15) exists between the gasket 1401 and the spindle 20 axially outward of the seal assembly 43. More preferably, the first relief space 1405 is opposite the chamber 41. The second abdicating space 201 may prevent the support ring 1400 from interfering with the relative movement of the outer sleeve 22 and the mandrel 20 during the train's curve driving; the first relief space 1405 further facilitates the radially inward movement of the gasket 1401.

Returning to fig. 6, both axial end portions 27 of the first rubber body 40 are formed as annular grooves 23, respectively. An axial engagement body 24 is formed in each annular groove 23 at an axial end 81 offset from the liquid chamber 41. As further shown in fig. 13, the seal assembly 43 has a seal body 1300 that mates with the mating body 24. After assembly of the seal assembly 43 onto the mandrel 20, the seal body 1300 is in sealing contact with the mating body 24, thus dividing the annular groove 23 into two secondary chambers 28. The two auxiliary fluid chambers 28 communicate with the two fluid chambers 41, respectively. This structure brings the following advantageous effects: the auxiliary fluid chamber 28 increases the amount of fluid within the hydraulic bushing 1, thereby increasing the range of adjustment for the relative movement between the outer sleeve 22 of the hydraulic bushing 1 and the mandrel 20, and further reducing wear on the wheel 12 and rail during a train curve 1. In a preferred embodiment, the mating body 24 is a recess that is axially inward and the sealing body 1300 is a projection that is axially outward (as shown in fig. 3 and 15). The snap-in fit of the mating body 24 and the sealing body 1300 helps to improve the sealing effect.

Returning to FIG. 2, an installation indicator block 200 is configured on the outer surface of seal assembly 43 to ensure proper installation of hydraulic bushing 1 with seal assembly 43 onto a train.

The configuration of the grooves 42 (i.e. the flow channels 42) and the liquid chambers 41 can be configured according to practical requirements to adjust the mechanical properties of the hydraulic bushing 1 to the straight and curved driving of the rail train. For example, the length of the groove 42 is 1 to 4 meters. The cross-section of the groove 42 is rectangular, and the cross-sectional area thereof is 4mm²To 25mm²In the meantime. The equivalent piston area of the liquid chamber 41 is 1000mm²To 10000mm²In the meantime. The mandrel 20, outer sleeve 22, support ring 1400 and spacer 1401 are all steel or other types of rigid metal. The sleeve 47 is made of nylon-66.

In a particular embodiment, the hydraulic bushing 1 may be configured to: the flow passage 42 is spiral and has a length of 3418 mm. The cross section of the flow passage 42 is square, and the side length thereof is 3mm (the area is 9 mm)²). The equivalent piston area of the chamber 41 is 7383mm². In another particular embodiment, the hydraulic bushing 1 may be configured to: the flow passage 42 is spiral and has a length of 3300 mm. The cross-section of the flow passage 42 is rectangular, and the length and width thereof are 3mm and 2.5mm (area is 7.5 mm)²). The equivalent piston area of the fluid chamber 41 is 7428mm²。

Fig. 16 shows a second embodiment of the hydraulic bushing 1. As shown in fig. 16, in a second embodiment, the mandrel 1600 includes a cylindrical body 1601 having two end sections 1604 and a middle section 1602, and an annular body 1603 removably mounted on the middle section 1602. The annular body 1603 has an arcuate radially outwardly convex surface 1800. Thus, after the ring-shaped body 1603 is mounted on the mandrel 1600, the shape and function of the ring-shaped body 1603 is almost identical to the middle section 90 of the mandrel 20 shown in fig. 2. In one embodiment, the cylindrical body 1601 may be cylindrical or stepped shaft. For example, the diameter of middle section 1602 is larger than the diameter of two end sections 1604, which facilitates installation of seal assembly 43.

The second embodiment of the hydraulic bushing 1 is substantially identical in structure to the first embodiment as a whole, with the difference that: in the second embodiment, the annular body 1603 and the cylindrical body 1601 of the mandrel 1600 are two separately manufactured parts, i.e., the mandrel 1600 comprises two separately manufactured parts. However, in the first embodiment, the mandrel 20 is an integral whole. The second embodiment of the hydraulic bushing 1 brings the following advantageous effects: during the production of the hydraulic bushing 1, the sleeve 47, the first rubber body 40 and the annular body 1603 may be first fitted together to form an assembly 1700 (as shown in fig. 19), and then the assembly 1700, the outer jacket 22, the seal assembly 43 (if any) and the cylindrical body 1601 are assembled together to form the hydraulic bushing 1. Thus, according to the second embodiment of the hydraulic bushing 1, only the annular body 1603 of a smaller size (for example, only between 50mm and 100mm in length) needs to be manipulated to produce the assembly 1700, and then the assembly 1700 is simply mounted on the columnar body 1601 without always manipulating the columnar body 1601 (or the mandrel 20). Thereby, the production difficulty and the production cost of the hydraulic bushing 1 are reduced according to the second embodiment of the hydraulic bushing 1.

While the invention has been described with reference to a preferred embodiment, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In particular, the technical features mentioned in the embodiments can be combined in any way as long as there is no structural conflict. It is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.

Claims

1. A hydraulic bushing, comprising:

a mandrel is arranged on the upper surface of the shell,

a sleeve sleeved outside the mandrel, a first rubber body filled in a gap between the mandrel and the sleeve, a groove formed on the outer surface of the sleeve, and

the outer sleeve is sleeved outside the sleeve in a pressing manner,

two liquid cavities for containing liquid are oppositely and radially formed on the first rubber body, the groove and the outer sleeve form a flow passage in a surrounding mode, the two liquid cavities are communicated through the flow passage, the liquid cavities are axially and penetratingly formed on the first rubber body,

the mandrel is provided with sealing components respectively sleeved on two sides of the sleeve, the two sealing components are respectively in sealing contact with corresponding axial end parts of the sleeve and the first rubber body, each sealing component comprises a rigid support ring and a rigid gasket, the support ring and the gaskets are connected together through a second rubber body, the gaskets are in compression joint with the outer sleeve, the top end of the support ring is spaced apart from the outer sleeve to form a second abdicating space,

two axial ends of the first rubber body are respectively formed into annular grooves, an axial matching body is configured in each annular groove and deviates from the axial end of the liquid cavity, and the sealing assembly is in sealing contact with the matching body and the sleeve, so that the annular grooves form two auxiliary liquid cavities respectively communicated with the two liquid cavities.

2. The hydraulic bushing of claim 1, wherein the flow passage communicates with an auxiliary fluid chamber of the first fluid chamber at an axial first end of the first rubber body; at an axial second end of the first rubber body, the flow channel communicates with an auxiliary liquid chamber of a second liquid chamber.

3. A hydraulic bushing according to claim 1 or 2, wherein the liquid chamber extends in a circumferential direction; the width of the central portion of the liquid chamber is smaller than the width of the edge portion.

4. A hydraulic bushing according to claim 3, characterized in that the two circumferential edges of the liquid chamber are each formed as a liquid reservoir which bulges radially inwards, and a central portion between the two circumferential edges forms a communication chamber.

5. A hydraulic bushing according to claim 1 or 2, wherein the gasket is axially outside the seal assembly, there being a first relief space between the gasket and the mandrel.

6. A rail train comprising a hydraulic bushing according to any one of claims 1 to 5, the mandrel of the hydraulic bushing being connected to a bogie of the rail train, the jacket of the hydraulic bushing being connected to a locator arm of a wheel of the rail train, the two hydraulic chambers being arranged in a tandem manner.